JAGUAR MAGAZINE EDITION #213 - ESTABLISHED 1984

News ...

THE LATEST HAPPENINGS AROUND THE JAGUAR SCENE

Respect foR Queen elizabeth ii ... IT WAS NOT EXPECTED, BUT THE QUEEN'S COFFIN WAS TRANSPORTED IN A JAGUAR

pebble beach ...

THE VERY NAME SAYS IT ALL. THE 2022 WEEK OF MOTORING EVENTS STARRED JAGUARS TOO

Johnie howey ...

READERS ASKED FOR MORE, SO WE WENT TO MELBOURNE TO UNMASK HIS ACHIEVEMENTS

it's 1951 ... FOR THE VERY FIRST TIME IN THE MODERN ERA WE SHOW THE FIRST C-TYPE AS THE BODY IS TODAY

Db7 veRsus XJ-s ... THE ASTON MARTIN DB7 OWES EVERYTHING UNDER THE SKIN TO THE XJ-S. FORMER JAGUAR APPRENTICE TIM NEVINSON COMPARES THEM FROM BEHIND THE WHEEL

MAGAZINE JAGUAR

64 76 96

92 98

Who Is CountIng ...

TONY BROWN WONDERS WHAT IS HAPPENING AT JLR CLASSIC AND WHERE THE HULL COLLECTION IS New ZealaNd assembled XJ6s ... IT IS BARELY KNOWN, BUT OVER 1500 SERIES 2 XJS WERE ASSEMBLED IN NEW ZEALAND. HOW MANY CAME TO AUSTRALIA?

Buy and sell ... PRE-LOVED JAGUARS AND PARTS WHICH ARE OFFERED FOR SALE AND MAY BE WHAT YOU ARE LOOKING FOR

on the ProWl ...

HISTORIC IMAGES AND PERSONALITIES OF INTRIGUE IN JAGUAR'S LONG HISTORY ...

Cover Pic: The XJ Jaguar hearse used for the funeral of Queen Elizabeth II brought huge international publicity to the marque.

Series 1 4.2 E-Type fully restored and substantially upgraded by the team at CSR.

Jaguar XK120 roadster fully restored by the team at CSR.

4.2 E-Type Roadster chassis #4 fully restored by CSR to factory original.

The Queen gives Jaguar a free kick ...

Queen Elizabeth was very good to Jaguar and Daimler, and always showed great interest in both marques which came under the same ownership early in her reign. I was disappointed though when Jaguar Land Rover put out a standard and not very detailed statement expressing its sadness at her passing. It could have mentioned she knighted Jaguar's founder and Chairman in 1954 and was a frequent visitor. Ahh well, I guess that is the corporate world.

However, in her final act for Jaguar, Her Majesty reportedly codesigned her own hearse four years before her passing. It was a new X351 Jaguar modified for her by Wilcox Limousines, and was front and centre on television and every form of media wherever her funeral was shown or covered.

The car looked sensational and was perfect for the very sad occasion. In a business sense, for Jaguar it was a very welcome publicity winner, Her Majesty's coffin having been transported through Edinburgh in a Mercedes-Benz to general criticism.

It is now well over four years since a totally new Jaguar model has been introduced. That was the I-Pace which was well received, but there has not been a Jaguar press drive event in three years, and as a consequence the marque has fallen off the general publicity radar. That has never happened to it before in a very competitive market, and it seems it will be several more years before the first of the allelectric new Jaguars appears in showrooms.

Therefore, the valiant XJ hearse provided an unexpected but very welcome dose of free publicity, but is something Jaguar has not mentioned or shown on its media website.

What the XJ's contribution to the Royal funeral highlighted is just how much the XJ is missed from the range, and while not a big seller compared with Jaguar's SUVs, it occupied a vital niche. Why could it not have continued on once its 2020 replacement was dropped shortly before its own revelation? It would have provided the marque with another arrow which is now missing from its proverbial bow. I don't wish to seem critical of Jaguar Land Rover, but it would be untrue if I declared I was not worried for Jaguar having to endure years of genuine inactivity in the public domain. So thanks to Queen Elizabeth for having chosen a beautiful XJ hearse for her service.

Les.. Hughes

EDITOR AND DESIGNER Les. Hughes

OFFICE PO Box 2703, Mansfield BC, Qld 4122 Aust. tele: +61 (0)7 3349 0322

email: bronwen@jaguarmagazine.com

ROAD TEST EDITOR Tristan Hughes

TECHNICAL MANAGER Michael J. Shaw

CONTRIBUTING WRITERS

Les. Hughes, Tristan Hughes, Paul Cummins, Tony Brown, Michael Quinn, Roy Palmer, Tim Nevinson, Brian Devlin

CONTRIBUTING PHOTOGRAPHERS

Jaguar Cars, Jaguar Magazine Archives, Jock Psaros, Heinz Schendzielorz, Tony Brown, Paul Cummins, Wal Nelowkin, Roy Palmer, Tim Nevinson, Brian Devlin

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FROM THE WORLD OF JAGUAR

JAGUAR HAS ANNOUNCED THE RELEASE OF the very final internal combustion model sports car in its 100 year history (from the time Sir William Lyons commenced his business).

To mark the final Model Year of F-TYPE and 75 years of Jaguar sports cars, customers can choose the new F-TYPE 75 or F-TYPE R 75 special editions. These are distinguished by unique interior and exterior design elements, carefully curated specifications, and – of course – the supercharged 5.0-litre Jaguar V8 engine synonymous with F-TYPE. These exclusive models are a fitting celebration of internal combustion engine performance before Jaguar becomes a pure electric modern luxury brand from 2025.

Matthew Beaven, Jaguar Land Rover Chief Designer, Exteriors, said: “For 75 years Jaguar has been renowned for producing extraordinary sports cars that deliver performance, agility and maximum driver reward. The F-TYPE special editions hold true to these principles, adding unique interior and exterior design details to celebrate this lineage before Jaguar becomes an all-electric brand from 2025."

All F-TYPEs include complimentary 5 years servicing (up to 130,000 kms), 5 years unlimited kilometre warranty and 5 years roadside assistance.

The F-TYPE’s V8 engines are made at Jaguar Land Rover’s state-of-the-art Engine Manufacturing Centre in Wolverhampton, UK. It is a very significant announcement, and sets the scene for the most critical time in the marque's history when its future will depend entirely on the success and popularity of electric powered cars.

The F-TYPE 75 and R 75 models are distinguished by the unique silhouette motif on the Engine Spin centre console finisher and stainless steel tread plates, while the Interior Black Pack is another subtle enhancement. Lightweight slimline seats come in Sport or standard.

Jaguar is the first traditional manufacturer to go down that critical route.

End of thE road

Jaguar announces its final variation of an internal combustion sports car

NEWS

NEWSFRONT

Vale

JAGUAR CLASSIC BUILDS MORE C-TYPES

It's what we dislike having to do mostly in publishing this magazine, and this time we farewell the former Doris England, second wife of Jaguar Service Director then Company chief, Loft England.

Austrian-born Doris worked for Jaguar at Browns Lane where they met, and when Lofty retired in 1974 the couple settled in the hills of beautiful Austria. Doris and Lofty were very good friends of this magazine and hosted two of our tour groups at their home. Doris remarried after Lofty's passing in 1996, and spent the rest of her life in the US. Another shock loss was one of those very capable behind-the-scenes TWR engineers who brought glory to the marque with the XJ-S and Silk Cut racers, Alva Claxton. Alva was a popular and long serving team member who prepared and manned Tom Walkinshaw's XJ-S, and Le Mans winning Jaguar racers. RIP Doris and Alva.

In spite of Jaguar Classic creating enormously damaging publicity for the marque by suing a Scandinavian couple who were building a replica C-Type, it has announced it is building two more new replicas of its own.

When it created new D-Types, XK-SSs and Lightweight E-Types it claimed it was utilising unused 1950s and '60s chassis numbers. For the C-Type there were no unused chassis numbers, and C-Type replicas have been created internationally for over half a century, so like most others we are puzzled by their continuing action.

It announced: "Jaguar Classic has revealed two exclusive C-Type Continuations to celebrate the vehicle’s pioneering achievements in 1953. Each ‘70-Edition’ features distinctive specifications and will be built at Jaguar’s state of the art Classic Works facility in Coventry. The two Jaguar C-Type Continuations have been revealed seventy years (almost) after C-Types, equipped with pioneering disc-brakes which were at the pinnacle of sportscar racing including dominating the 1953 24 Hours of Le Mans."

Sad goodbyes to Jaguar personalities

FROM THE WORLD OF JAGUAR

FROM THE WORLD OF JAGUAR

1985 JRA TWR XJ-S BATHURST WINNER 'WINGED' AT BATHURST IN 2022!

TWR XJ-S Jaguar chassis 006, the car which won the 1984 Spa 24 Hour classic race, and then the other most important TWR XJ-S victory at Bathurst in 1985, was raced in a wet Bathurst support event in 2022. Unfortunately, the most original and 'untouched' of all seven TWR XJ-S race cars, was superficially damaged when owner Mike Roddy lost control and had a half spin on the first racing lap at the relatively slow Griffin's Bend. The event was commenced for the first three laps under the Safety Car because of the wet track conditions. The front corner glanced a concrete wall, damaging the driver's side mudguard, bonnet and other body elements. However, Mike was able to resume racing and came home in eleventh.

It was the first mark put on the car since it was last raced by TWR in New Zealand back in 1987. Mike's son Jordan assured us the damage was not serious, and all of the original special TWR panels have been repaired and refitted to the car. We have seen an image of the car during that process and can guarantee there is no structural damage at all. Great news. No

serious damage inflicted on historic car

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Respect

THE QUEEN AND JAGUAR

Michael Quinn was dealer principal of RA Creamer and Son in Kensington. He dealt with the Royal family when it came to new Daimlers and Jaguars. He is also Sir William and Lady Lyons' grandson and explains the connection.

AT A TIME WHEN JAGUAR IS GETTING VERY LITTLE exciting publicity around the world while it counts down to 2025 for its first all-electric new models, Queen Elizabeth II gave it one personal final boost in the international media following her death.

In 2018 Her Majesty chose to have a new XJ as her hearse at her funeral service, and played a hand in the design with specialist coachbuilders Wilcox. They also built the Jaguar X308 hearse for the service of the Queen Mother in 2002.

The unused 2018 X351 Jaguar XJ was seen all around the globe on television, in magazines and on multiple public occasions. The State hearse was finished in Royal Claret livery, the same colour as the official Royal and State vehicles kept in the Royal Mews at Buckingham Palace. It will be retained in the Royal Collection. The vehicle also featured the late Queen Elizabeth II's personal Royal cypher, and was designed to allow members of the public to have a clear view of the monarch's coffin.

The Queen and her husband Prince Philip were both fans of vehicles manufactured by Jaguar Land Rover, which has its headquarters in Coventry. In 2014 they visited and opened the Company's new engine manufacturing plant in Wolverhampton.

Prince Philip owned a small fleet of vintage Rovers, including a custom Defender, which he had converted before his death to carry his own coffin during his funeral. The Queen drove a succession of Jaguars and Range Rovers over the years, including an XJ8 and X-Type Estate.

Her 2022 funeral hearse has large side and back windows plus a glass roof. It also features three internal spotlights along one side of the roof to illuminate the coffin which was on a raised platform. The design of the car is unique, with the roof pillars thinner than in a standard model and the roof much higher.

Jaguar's 'grinner' badge of a jaguar's face is on the front grille, and their 'leaper' badge of a jumping animal is on the rear panel. The Queen approved the final plans for the design of the hearse.

All Royal Jaguars and Daimlers have been supplied and serviced by the now-gone, but quaint and prestigious, Kensington Mews official dealership RA Creamer and Sons. That was at least for the past forty years. The involvement of the Royal Family with the London Livery Companies is an ancient phenomenon. Monarchs of note such as King James I, Henry VIII and Elizabeth I have all been members of Livery Companies. Both King George VI and Queen Elizabeth The Queen Mother were members of Livery Companies.

Sir William Lyons' grandson Michael Quinn rose to Dealer Principal of Creamers, and told us: "I was introduced to the Livery by my boss, the late-Sydney Creamer, who owned and ran RA Creamer in Kensington.

Image 01

The quaint Jaguar dealership in a Kensington mews which supplied all of the Royal Family Jaguars. Puzzlingly, Jaguar withdrew its business from RA Creamer and Son in 2016, so it lost its two Royal Warrants and Jaguar representation.

Image 02

In 1991 Creamers staged a party to commemorate Lofty England's 80th birthday. Guests included Michael Quinn and his mother Pat (Lyons), and also Arthur Barty who was chauffeur to the Queen Mother.

Image 01/02

During WW2 Princess Elizabeth embraced her role as a driver of Wartime cars, motorcycles and trucks. Her mother appears impressed too!

Image 03/04

Sitting in a very early Daimler with Lord Montague of Beaulieu. The car was from his musuem in the New Forest. Watching horses in action from their Land Rover, the Queen and Prince Phillip were rarely seen this relaxed in public.

"I was accepted as a Liveryman in November 1999, and since then have really enjoyed the various events I have attended. Being in the industry myself, I have felt a natural fit with the other members I met. It has been a great way to further friendships, and meet many great motor industry figures and characters at dinners over the years.

"My grandfather, Sir William Lyons, the founder of Jaguar Cars, joined the Livery in 1952, and in 1972 was the first ever recipient of the Award to Industry, jointly with Sir George Edwards. I know he was very proud of this accolade because he told me so, and even gave me the citation, which hangs on my wall today.

"My years at RA Creamer hold many happy memories, and for a while I was the proud grantee of our two Royal Warrants, from HM The Queen and HRH The Prince of Wales. However, life moves on, and a small independent business in central London could not economically adapt to a new era of Jaguar Land Rover distribution and all that entails."

When announcing the end of RA Creamer, Michael said in January 2016: “This decision has not been taken lightly as our history here is a long and proud one. But the future course of this business cannot sustain the current business model.

“Nor can we rationalise the level of investment required to meet the requisite standards to remain a Jaguar main dealer.” RA Creamer was the highest profile business to decide not to make the investment in the JLR business model.

Cars have been a central part of the lives of the Royal Family since the dawn of motoring at the end of the Victorian era. The Queen herself enjoyed driving both rugged and refined 4x4s around the Royal Estates - and wasn't afraid of getting her hands dirty under the bonnet. During World War II, the teenage Princess Elizabeth trained as a driver and mechanic with the Auxiliary Territorial Service.

She was the only person in the UK allowed to drive without a licence, and took an expert interest in all vehicles joining the Royal fleet. Locals in Windsor in Berkshire, Sandringham in Norfolk and Balmoral in Scotland were used to seeing a stream of lightly disguised near-to-launch prototypes in the vicinity - or those slipped in under cover on trailers - for inspection under Her expert eye.

Jaguar Land Rover has held three Royal Warrants: from HM the Queen; HRH the Prince of Wales (now King Charles); and, until his death, the Duke of Edinburgh. The Queen's attendance at an event in Windsor several years ago was her first public appearance in a fifth-generation Range Rover. But even she was pipped to the post by the Duke and Duchess of Cambridge. They were photographed in the new Range Rover at a St Patrick's Day Parade ahead of its global launch in the U.S.

Prince William drove his wife Kate, and their first-born, Prince George, from hospital to Kensington Palace in an earlier generation Range Rover in 2013. But the Royal links to the motor car go back to the birth of the automobile itself, and particularly Jaguar-owned, Daimler. King Edward VII was an

early enthusiast for the 'horseless carriage'. In 1896, as Prince of Wales, he became the first Royal to drive a car, taking the wheel of a Daimler in a demonstration at the Science Museum in London. He bought his first, a 6hp Daimler, in 1900 and conferred the Royal title on the Royal Automobile Club, or RAC, in 1907. But he never learned to drive properly, preferring the services of his chauffeur C.W. Stamper.

Royal commentator Robert Jobson noted in his 2020 book 'The Royal Family Operations Manual', published by Haynes: "For official duties - providing transport for State and other visitors, as well as the Queen - there are eight State limousines, consisting of two Bentleys, three Rolls-Royces and three Daimlers.

"They are painted in a special royal claret-and-black livery, and the State vehicles do not have registration number plates. As expected, the Royal fleet is exceptionally well maintained, so much so that a few eyebrows were raised when the late-Duke of Edinburgh was involved in a collision near the Sandringham estate. He was at the wheel of an ageing Land Rover Freelander."

The ever discreet RA Creamer & Son was within walking distance of

Image 01

1954, Essendon Airport and the Royal couple depart in their Daimler Convertible.

Image 02

A Royal Daimler DS420 still in use - designed by Sir William Lyons in 1968 - and missed!

Image 03

The Queen Mother's funeral through London in 2002. Her hearse was an X308 Jaguar.

Image 04

Sir William Lyons with Prince Phillip in the XK-SS.

Image 05

The young couple in their Daimler Landaulet. It's 1954.

Kensington and Buckingham Palaces, and aside from supplying Jaguars and Daimlers, helped keep the Royal cars on the road.

King Charles loves Aston Martins - particularly his 1969 DB6 Volante, which was converted in 2008 to run on a bio-fuel using a by-product of cheese manufacturing and waste wine.

Although the car was often said to have been a 21st birthday gift from the Queen, Charles bought it himself. Prince William also drove it bedecked with ribbons and balloons with Kate on their wedding day in April 2011.

As a vocal proponent of green technology, Charles was also one of the first to try the all-electric Jaguar I-PACE before purchasing one for his private use. On their own wedding day, Prince Harry and Meghan Markle left for their reception in a converted zero-emission, electric E-Type, maintaining the close Jaguar and Land Rover Royal association.

The Duke and Duchess of Cambridge followed the lead of the Queen and Prince Philip in Jamaica when they travelled in the same open-top Land Rover that carried William's grandparents on visits there in 1966 and 1994. Prince William prefers two wheels, and has a love of motorbikes.

The Royal tagged-RA Creamer was founded in 1927 by Roland Albert Creamer, specialising in Daimlers then later Jaguars. Son, Sydney, joined the business in 1952.

At one point they adapted the Queen's Jaguar to make it more environmentally friendly. Their picturesque mews were used as a location in several films, including one about George Best buying his E-Type. There was only one objection to a 2020 scheme to redevelop the former Creamer showrooms into private dwellings. It came from a local resident who said: “We cannot force Creamer to remain active in the mews, and they have absolutely left - sadly - not to return."

In our next edition Michael Quinn will reminisce further on his life and career at RA Creamer & Son, where he began his working career as an apprentice mechanic.

Of course, for decades the Queen Mother used a MkVII Jaguar up-graded into the prototype MKVIII. The Australian Prime Minister Prime Minister Ben Chifley ordered six new Daimler DE36 special-bodied limousines for a tour

Jaguar's Royal Warrants.

JLR CEO Sir Ralf Speth explains technical matters to Her Majesty.

The Queen genuinely loved driving and all things about cars. She could have had a chauffeur on all occasions but preferred not to. Her Series 3 V12 Jaguar was fitted with a Daimler grille and boot plinth.

Image 01/02/03

Prince Phillip on one of his many visits to Coventry. He rode in the first XK-SS in 1957 at MIRA with Norman Dewis at the wheel.

Image 04

Image 01

Her Majesty's last drive was in this specially built Jaguar.

Image 02

It's 1949 and these are the six Daimlers built for her father's aborted Tour.

Image 03

Enjoying her Daimler with young Charles and Anne.

Image 04

Prince Charles at ease with a Jaguar worker.

Image 05

The Queen Mother's famous MkVII is retained in the JDHT.

Image 06

Her Majesty and Jaguar CEO Sir Nick Scheele enjoy whatever Jaguar's wood expert said!

of Australia by King George VI in 1949. It was cancelled due to the King's ill health, but the cars were debuted on Queen Elizabeth II's first Royal Tour of Australia and New Zealand in 1954. Two more of the small Hooper's batch were sold on to the Maharajah of Mysore in India, and the remaining four became part of the British Government's car pool.

One of those Daimlers, the 1949 Landaulet, has recently been totally restored and is one of the most treasured cars in the Australian Government Museum. The British Royal Family has owned and used no less than 58 Daimlers since 1900.

To the late-Queen Elizabeth II what else can we say but thank you for your fondness of Jaguars and Daimlers, and the time you gave the Companies and its staff. Well played, Ma'am.

HELD ANNUALLY SINCE 1950, the Pebble Beach Concours d'Elegance is the climax of Monterey Car Week, a five day long Super Bowl of sorts for car lovers. Early events included specialty car shows, but the biggest draw for many comers was the auctions, which realised record sales this year.

Gooding & Co., the official auction house of the Concours, raised more than $105 million in sales and an 82% sell-through rate, down from $106 million and 87% in 2021. Totals after the final auction hit $456.1 million, beating by 15.6% the previous high of $394.48 million set in 2015 in Monterey, according to data from automotive insurance specialist, Hagerty.

“The week put an exclamation point on what has been an unprecedented year for the collector car market and allayed concerns that economic volatility will cool buyers’ enthusiasm,” Hagerty analyst John Wiley said. Often auction houses will report

Clockwise from above:

Jaguar's pedigree was a focal point for visitors. 1953 Le Mans winning C-Type and an extravagant XK120. The XK120 Phil Hill drove to win the first race ever at Pebble Beach in 1950. Duncan Hamilton and Tony Rolt's 1953 factory Le Mans winning lightweight C-Type. The D-Type is the Ecurie Ecosse 1956 Le Mains winning - and the first 'production' D-Type, XKD501. William Pope's D-Type XKD528 won 'Best of Show' at The Quail. Masterpiece recreation of the XJ13 in original form is from Building The Legend.

2022

Another Pebble beAch gAlA

Images from Tom Krefetz and Classic Showcase

their totals creep higher as the week progresses, since many cars that went unsold at public auction are then sold privately in the days directly after.

By the morning of August 22, after-sales had increased the week’s haul to $469 million, up 18.9% over 2015’s record. Jaguar's feature in 2022 centred around Jaguar, its 70 years and its Le Mans wins.

Historic cars on view at the Pebble Beach golf course included the 1953 and 1956 Le Mans winning C and D-Types, but other examples were on show such as the ex-Phil Hill C-Type XKC007 which won first time out at Pebble, and also his Pebble Beach winning XK120. Another notable competition D-Type was XKD528 which won its class in the Concours too.

A further highlight was the first Briggs Cunningham E-Type racer - LHD chassis #27.

Regular Jaguar Magazine advertiser Tom Krefetz, owner of Classic Showcase and provider of these images, didn't enter his 1964 road-going modified Series 1 FHC in the concours this time. It is a multi-major award winner, and scored a perfect 100 points in the San Diego Jaguar Club Concours just a few weeks prior to Pebble Beach.

In summary - the week of events never fails to deliver.

This highly redefined XK120 looked a sensation and was finished to an outstanding degree of perfection. The E-Type was raced by Briggs Cunningham and is his first E-Type - LHD chassis #27. It is owned in Hong Kong.

Clockwise opposite:

Tom Krefetz's superb 1964 E-Type FHC is a 100 points concours winner. XK120 looking at its best with wire wheels and a fine looking removable hardtop. S.S. Jaguar 100 owned in Florida by Tom and Gwen Price. It is chassis 39032. The C-Type is unknown.

Right:

TONYBrown

in france

More auction news and prices

THERE ARE TIMES IN THE YEAR WHEN THE auction market is highly charged with interesting cars, and all of a sudden it seems that we have a steady run of comparatively basic fodder. Well, I suppose that the sale of any collectible Jaguar is of interest, but you get my drift. It would not excite great interest if all I was reporting was the constant sale of rather iffy S3 XJ6s to be blunt. But amongst the stones there are always diamonds, to coin a phrase.

The first up was something pretty rare to see, a lovely, but rather sinister-looking 'MkIV' sold by Historics. The first ever car to carry the Jaguar name, it was a rare car being a RHD model, since with steel rationed, and the export drive in full flow the USA was the targeted market. Having had a restoration at the beginning of the century it was estimated at £27-32,000, but steamed way past that to sell for £38,000. Someone got a rare and beautiful car there. I keep harking back to the XJ-S market, and two very contrasting results have cropped up. H&H sold a Regency Red Celebration Convertible for £24,750, but Historics sold a stunning 10,000 mile example, resplendent in Turquoise with Cream interior, for an equally stunning £44,800. Both lovely cars, but the cheaper one had 85,000 on the clock, which frankly isn’t much for a Jaguar engine. Was one worth £20,000 more than the other? I don’t think so.

We all know that, with very few exceptions, the quickest way to lose money is to buy a new car. I remember two brothers, clients of mine, who bought two new Rolls Royce Shadows in 1982, and within eighteen months had sold them and gone back to far more reliable MercedesBenz. A loss of £100,000 was incurred. Or to put it another way, three five bedroom detached houses where I lived in Leicestershire. But someone has to buy new, or we wouldn’t have these lovely auctions to buy a bargain. Certain names are often associated with specific models, and if one says 'Guy Broad' immediately

Far Left Stunning and in demand. This low mileage Celebration Convertible XJ-S sold recently for £44,800.

Higher mileage than the Turquoise car, this XJ-S was a bargain.

one thinks of the range of XKs. They own them, they race them and they sell them. Here is one of their restored cars, taken back to bare metal, repainted in Royal Blue and mechanically brought up to a standard suitable for today’s roads. Alloy radiator, five-speed box. The demerits are a change from LHD to RHD and non-matching numbers, but it is a stunning car, with only 30 miles on the clock (how on earth can someone buy a car and only drive it to the pub and back a couple of times, then sell it?) and was hammered for £95,200.

I am pretty sure that the seller incurred a loss of at least £25,000 here, and equally, someone got a beautiful tourer.

The replica market is alive and well, although with authorities now watching more carefully to see if the vehicle is legal and has passed the tests one has to be careful out there. Some auctioneers are still being economical

with the truth, and not declaring to the unwitting punter that while the car looks like an S.S. Jaguar 100, feels like an S.S. Jaguar 100 and smells like one, it is actually an XJ6 on the documents.

The result when the new owner tries to register it can be the withdrawal of approval and the requirement to put the car through government examination. I am pleased to say that in this case I understand the auctioneer did, on the rostrum, announce that with this car there was a risk. No matter, and fully forewarned, the Suffolk S.S. Jaguar 100 sailed gaily past the estimate and well into the distance, fetching a whopping £70,000 including commission.

I follow the Ian Cooling auctions of Jaguar memorabilia and ephemera, and recently discussed an auction coming up which in both our opinions contained quite a number of items which, to say the least, were questionable.

Image 01

Rare in the UK, a restored 'MkIV' saloon.

Image 02

Image 03

E-Type pedal car.

For example, there was a leather desk blotter advertised as belonging to Sir William Lyons. I asked the auction house for provenance, and their reply was ludicrous. “The seller will write you a letter stating that it was his”. Yeah, I think I’ll pass that lot. But, H&H sold a superb collection of brochures,

Reliant or brochures? Take your choice.

including rare copies of the launch of the XK100 two litre for £368. Not that dear really. Then again, someone must have liked a rather appalling (to me anyway) E-Type pedal car. £322 to you sir.

For some light relief and not to do with Jaguar, but to prove that provenance and stardom makes a great difference, I give you one of the three Reliant vans bought by BBC television for T.I.T.S - or Trotter’s Independent Traders to you. You could either have had the lovely 'MkIV', or the Reliant for virtually the same money. It takes all kinds of people to make the world go round.

Image 01/02

The XK was better value than the Suffolk S.S. Jaguar 100 with modern running gear.

Image 03/04

THE HOWEY PARADOX

YES, HE WAS THE STAR OF A previous edition, and his former C-Type is featured in this one, but the enigmatic character who was Captain John Edwards Presgrave Howey resounded heavily with our readers who asked for more.

So we went to Melbourne to find his family's mostly unrecorded history. An irony is that although the Howeys were a powerful farming and coal mining dynasty from the north of England, all members appear to have been immensely private. It was written that our man, Johnie, was painfully shy.

In Victoria the Howey name can been seen in the towns of Gisborne and Pakenham plus the Melbourne CBD because the family had an early masterplan for newly established Australia. Hugh, at 21, arrived in Sydney with staff and hoards of cash in 1826, and married into the Minchin family the same year. They created the town of Minchinbury, and Hugh bought a 1000 acre farm there. His sister and her Scottish husband followed, and created a 1000 acre farm at Wollondilly near Liverpool. Hugh too bought 1000 acres there for a second farm before setting his sights on

the shyest

mAn

of

UK

nobility

Howey Place, Howey Court, Howey House, Howey Hotel, Presgrave House, Capitol Theatre and Manchester Unity Building come down to this vanished family.

Image 01

All of these buildings opposite the Melbourne Town Hall were Howey properties on land acquired in 1837.

Image 02

Manchester Unity building's superb and still original foyer.

Image 03

Their classic Capitol Theatre is rated one of the world's finest.

Image 04

It is difficult to take in, but this is a portion of the ceiling of the Capitol Theatre with its many intricacies.

On the road to Moscow in 1958. Johnie drove his South Australian registered 'Mk1' Jaguar.

A picnic break with his South Australian registered Mk2 and a friend's Porsche.

For his tilt at the 1939 Monte Carlo Rally Johnie stands with his V12 Lagonda at the dock in England prior to shipping.

He kept the same car for many years and here watches one of his numerous locomotives about to pass. Only 189 of these Lagondas were built between 1938 and 1940.

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Architect Robin Boyd described the Capitol theatre in 1965 as: “the best cinema that has ever been built or is ever likely to be built”.

Melbourne. His older brother John Werge Howey arrived there in 1835the year 'founded' by John Batman! Tragically, Hugh, was drowned at sea with all of his young family sailing from Sydney. He was a mere 34 years old, and a year before purchased five blocks at the first land sales held in Melbourne. His main lot - 100 metres by 75 metres, was bounded by remote Collins and Swanston Streets - but became the heart of the CBD. He also bought land in William Street.

With gold making the State of Victoria exceedingly prosperous, by the mid1880s Melbourne was the richest city in the world next to London. From a cost of £140 for the four blocks, they were valued in 1888 by the Argus newspaper at £1,139,500 - an increase of 10,000 fold!

So a lack of money was never an issue for Johnie, but it is not difficult to see the responsibilities were a heavy burden which brought him and his wife Gladys little relief. He owned astounding cars including C-Type '004/001', Lagondas, XK120 and '150s in both Australia and the UK, founded his own train line, raced at Brooklands and in three Monte Carlo Rallies.

He mixed with royalty and the most famous with ease, but was happiest working on his immensely expensive railway or modifying his exotic cars. He was a mentor to 'Jumbo' Goddard who went to Eton with Johnie's only son. Jumbo owned equally exotic Jaguars he modified in Johnie's style. Both had a passion for Australia, and spent large swathes of time there. After taking control of the family properties on his 21st birthday in 1907, Johnie sailed to Melbourne four times by 1925. For four years during WW1 when he was shot down and became a German POW.

Younger brother Richard was killed

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At Johnie's Red Tiles home with Jumbo's D-Type, plus the Howey XK150 and MkVII.

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The Presgrave Building in Little Collins Street is named for Johnie's mother's surname.

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A second Howey Hotel is in Melbourne.

hill climbing a Ballot in France in 1926, and Johnie's mentor, John Parry-Thomas, to whom he was to be apprenticed, was killed during a speed run in Wales in 1927.

His closest friend, Count Louis Zborowski, raced powerful cars too and, likewise, had a passion for miniature steam railways. In what was announced as his last race, the Count died at Monza in 1924 at just 29. His mother was an Astor and owned swathes of New York. The pair had begun to build a commercial miniature railway, so Johnie continued with it as a tribute to him.

Johnie's his marriage was unconventional and not particularly close, especially after early 1943 when their

only son, Lieutenant Anthony, a zoologist and adventurer, was killed along with 17 others. He was piloting a Handley Page H.P.54 Harrow for the Royal Navy Fleet Air Arm at Inverness in Scotland. The bomber went out of control, crashed into the sea, and nothing was found. 'Tony' gained his flying licence in 1936 and was 30 when he died. His parents never recovered, and sister Gloria died at 49 an alcoholic widow. She was disowned despite her and Tony having been gifted significant portions of the Melbourne estate. Gloria's War hero husband died at just 43.

Johnie quit serious racing following the death of his brother, but still entered his red supercharged Mercedes-Benz

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'Sparrow', is the exact Handley Page aircraft Anthony Howey was piloting when it went out of control and crashed. All 18 personnel were killed. 100 were built, 10 crashed and 41 people were killed.

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Howey's granddaughter Philippa in Jumbo's OKV1, 1957.

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Typical of Manchester Unity extravagance - the doors to the lifts.

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Johnie

at Brooklands in his Ballot following Parry-Jones in Babs. Originally Chitty 4, it was the fastest car in the world but would kill him.

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A bit of fun checking train arrivals.

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SSK in the 1930 'Monte', followed by a factoryprepared S.S. Jaguar in the 1937 event and then his V12 Lagonda in 1939. He bought the Count's Chitty Chitty Bang Bang 1, a Mercedes-Benz powered by a 23 litre Maybach engine, along with Chitty 3. He owned houses in London's ultra-posh Belgravia and Sunningdale. Johnie competed in 61 events at Brooklands between 1923 and '29, winning eight and setting 10-Mile World Records averaging 116.4 mph. But he set his focus on the railway, and declared it must be at least seven miles long and flat. It would be a paying venture (in theory), and connect with the main line service in Kent.

In a prelude to its 1927 opening, Johnie took the Duke of York (later King George VI) for a two mile long ride.

The system became a dual track operation in 1928, and Johnie built a oneperson 'motor roller skate', powered by a JAP engine. He completed an 8.5 mile long trip in 8.5 minutes, and topped over 70 mph!!

Then his precious 1914 Rolls Royce Silver Ghost was converted into a locomotive which, following a crash, was replaced by a similar car from Australia.

He went to New Zealand with Jumbo to celebrate Bentleys, and in the mid1950s Johnie and Gladys seriously contemplated relocating to Melbourne. They got through a socialite stage of their lives in the

1920s only to become almost reclusive. Jumbo's colour images, which we have published, showing C-Type XKC001/ 004 when it was owned by Johnie are the only ones known. There is less than a handful in black and white. They had a huge staff running their businesses in Australia, and slipped in and out unnoticed on dozens of occasions.

They kept a house in Melbourne and South Australia, and had a fleet of Jaguars there including a MkVII, XK150, a 3.4 Litre ('Mk1') and Mk2 which wore the South Australian plates '2234'. Johnie shipped the Mk1 to England when he, grand daughter Philippa and Jumbo drove to Moscow in 1958 as part of the celebrations for British European Airway's new run between London to Moscow. He built iconic buildings in Melbourne, including the spectacular, and extravagantly art deco Manchester Unity skyscraper opposite the Town Hall. It boasts the first escalator in the city - 60,000 rode it on the first day. He created the first air conditioned building in Melbourne and the first with an iron frame. We have attempted to contact Melbourne-born Philippa in England, but she too flies beneath the radar. Johnie, Gladys and Jumbo led the 'good life' without fuss. They were the last in their line who prospered in Australia, and blazed a pioneering trail which hasn't been documented in detailuntil right now.

The Captain Howey Hotel is opposite Romney Station and named in honour of the Romney Hythe and Dymchurch railway founder.

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Johnie with his first and favourite locomotive, 'Hurricane'.

Johnie (left) at Duncan Hamilton's 1959 retirement party with Jaguar's Bill Heynes (centre), Dunlop's Dick Jeffrey and Lofty England. Sir William Lyons also attended the gala event.

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Anthony Howey was killed in 1943. Howey House, Collins Street, Melbourne.

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The first escalator in Melbourne is in Johnie's spectacular Manchester Unity.

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The Howey S.S. Jaguar in Monaco for the 1937 Monte Carlo Rally.

We revealed the first C-type built still survives. NoW the oWNer of the body from le maNs iN 1951 tells hoW he disCovered aNd restored it.

Words - roy Palmer - les. HugHes

Images - roy Palmer - Jaguar magazIne

sPecIal t Hanks to scott sHearman

oWner of WaPPenbury Hall

WELCOME BACK

BODY OF THE FIRST C-TYPE

A PISTON WAS HOLED AND IT WAS PUSHED AWAY

IN OUR PREVIOUS EDITION WE BROKE THE extraordinary news that the very first C-Type ever built still exists and has an unbroken history. It was one of three which made up Jaguar's first entry at Le Mans (1951).

In publishing this magazine we had no intention of flying in the face of accepted motoring history - official even - but it is satisfying to find, against all odds, a particularly historic Jaguar still exists. We did the same several years ago when we found the 1948 London Motor Show XK120 was not RHD #660001, but LHD 670001. Jaguar sent it to the US late in 1949 and it survives too!

The first C-Types were XKC001, XKC002 and XKC003 but very nearly 'XK150-001, 002 and 003' until they were officially proclaimed as XK120Cs. The C-Type wording is totally non-factory. The latter, 003, took victory in that French 24 Hour classic, the first of seven wins for Jaguar to date (we live in hope …).

To add to the unlikelihood of XKC001 surviving, it was the hardest worked of the three having done most of the pre-Le Mans sorting at various tracks. It was later used for sixteen months by Norman Dewis to develop Dunlop racing disc brakes and aiding further C-Type development. Whilst claims have been made 001 was one of the 1952 Le Mans entries, Norman confirmed that the three cars

which ran did not include his weekly work machine 001. It ran at Le Mans once, and five other events through to ’52, winning twice at Goodwood with Stirling Moss.

At the close of Norman Dewis’ testing programme a piston was holed in May 1953, and the old racer was pushed into a corner of the Experimental Department awaiting 'dismantling' in Jaguar's parlance. It was still there on June 22, the day after Duncan Hamilton crashed his XKC004 and the day after the factory was notified.

XKC001 was removed from Jaguar’s records that same Monday, and on August 31, 1953 Company paperwork declared: ‘Dismantled and parts passed to Service Department’. The Manager of Jaguar’s Service Division was Lofty England, Jaguar's unofficial Racing Manager and a very close friend of Duncan who had won a second Le Mans for Jaguar only one week before the massive 004 crash in Oporto Portugal.

Just over three months later, and having remained in Portugal for a whole month before being shipped back to England and transported to Coventry, XKC004 reappeared at Goodwood in primer with Duncan at the wheel.

Duncan, after an earlier serious accident in 004 at the Curragh circuit in Ireland on September 6, 1952 wrote to Lofty England saying he 'hit a wall at 100 mph, the chassis

01 XKC001 in the process of being built at Jaguar's Foleshill plant prior to relocating to Browns Lane, Coventry. Similar images in this series show the car has no external door hinges.

i02 First track testing of the still unpainted new 001 was at Silverstone. Joe Sutton (centre) and Phil Weaver (right) lean over the engine. Director Claude Baily is at the back in glasses, while Lofty England briefs driver Jack Fairman.

LOFTY'S HEAD ENGINEER WAS IN OPORTO

01 At the C-Type Le Mans debut chassis XKC001 was car #23 driven by Leslie Johnson and Clemente Biondetti. It retired after fifty laps. 02 Moss in his winning XKC002 at Silverstone in 1952. Notice the indented bonnet panel with later vents at the top. The side has 1951 vents. 03 Prior to the 1951 race debut, and photographed in Coventry - notice #23 has no external door hinges unlike #22. 04 The last race for XKC002 came at Goodwood in 1952. In the same year XKC003 suffered identical damage at Monaco and outcome.

was completely gone and I was not insured either.'   It is likely Jaguar took the car back and rebuilt it over the winter for his return to racing seven months later on April 6, 1953.

For the Oporto meeting Lofty’s head racing engineer Len Hayden had driven to Portugal with Duncan and his wife Angela after the Le Mans win to prepare XKC004. Of course, the line of communication back to Lofty about the gravity of the Oporto accident was even more direct.

Photographs taken at the time indicate that when Duncan drove MDU214 at Goodwood on September 26, 1953 in primer and wearing the incorrectly painted registration number MDU219, it was not his earlier XKC004. If Jaguar wanted to help him get back onto the track XKC001 was the only C-Type available and was probably gifted to him by Lofty and William Lyons.

Duncan almost certainly would again not have insured 004, but having had it repaired previously, the Jaguar bosses seem to have taken a favourable view of how to best help him sort the badly damaged 004 ... especially as he had won Le Mans for them.

Jaguar had sold all of its new customer C-Types by then, XKC002 and 003 were damaged in their final races, so it is most likely that 001, with its defunct engine, was transported to HWM with a damaged bonnet to be repaired. It was the only time Duncan raced a reincarnated 004 before selling it to Captain John Howey in Kent liveried now in British Racing Green.

The close link between HWM and Jaguar is illustrated by the fact that Lofty sold them one of the 1952 Le Mans engines to put into their newly announced

WE DIDN'T REVEAL IT BELONGS TO ROY PALMER

HWM Jaguar sports car registered HWM1. Lex Davison in England with Tony Gaze and Stan Jones for the Monte Carlo Rally, purchased just a Le Mans head from Jaguar for the price of a new Holden. That's a clear illustration of how generous Jaguar was to HWM! Furthermore, on a personal level Duncan and George Abecassis, who co-owned HWM, were great friends and raced together many times. Duncan drove frequently for HWM, and their businesses were only a few miles apart - HWM being at Walton-OnThames and Duncan's at Byfleet.

As expected, following publication there have been comments made about the background to our revelation, some of them positive - others wanting more evidence. What we didn’t reveal was the car body belongs to Roy Palmer in England. He has spent the past eleven years researching the key facts which identify the three 1951 works C-Types, and what differentiates them from later production cars.

There are photographs of 001, 002 and 003 which clearly distinguishes them from production cars 004 on, and show them to have passenger door outlines, steel firewalls instead of aluminium and low-set flush rear tail lights not fitted to pods. They also had slightly different bodies and chassis. The chassis was drilled in the centre. They too had a unique body ‘shoulder’ on both sides of the cockpit behind the driver and passenger seats, and even more noticeably, XKC001 is the single C-Type with no external door hinges.

In 2012 Roy Palmer acquired what he knew to be a genuine C-Type body, having decided to create a perfect replica. Neither he, nor the then owner, had any idea which C-Type it originated from.

01 Still wearing its May 1952 Silverstone numbers, Norman Dewis puts XKC001 through its development paces at MIRA. It has its 1951 side louvres. 02/03 The grim result of Duncan Hamilton's second lap accident at Oporto in 1953. The car doesn't seem to have cart-wheeled as he wrote, but the power pole is seen on the ground. The same enlarged road and house seen today on Oporto's Estrada da Circunvalacacoa.

In 2012 Roy acquired the C-Type body

01 A rare Oporto racing poster - this one is promoting the 1952 event. 02 The sole race for Duncan Hamilton's XKC004/001 was the Goodwood International on September 26, 1953. It was entered as being green but arrived in grey primer. While it didn't finish in the first three it did set the fastest lap of the race. Note the hastily painted registration number!

Roy: “The project unfolded in various stages like a jigsaw puzzle, but I had no detailed end picture, a lot of questions and a whole lot of missing pieces!

“Each time I came across another piece of possible new evidence such as a key photo, a comment in a meeting, or a cross-reference in a book it seemed to build up the puzzle. It was a bit of an adrenaline rush, and I kept in touch with Jerry Booen who had just completed a blue-print reconstruction of 003. He took on my project build programme. The evidence that emerged from my on-going research was key in informing Jerry as work progressed.

"I created a continuous one-off photographic history of the car which grew over the first five years and through to now. We made decisions such as to how the finished car would look, and construction details to ensure a faithful result. That included screen, seats, leather or cord, colour, Hardura trim or not, headlamp surrounds, correct suspension, engine details for an early car and colour of the chassis etc., etc.

“It’s easy to forget that when I first considered acquiring the project I had no knowledge at all of the role of 001, 002 and 003, 1951 Le Mans or anything much C-Type. It was all a voyage of discovery and led me in directions I had never envisaged. It was a lot of fun and gave me deep satisfaction. To help put it all together I made up a formal reference in 2018 for my own use, logging what seemed to have happened,

when and how. It became a personal reference booklet summarising my findings which I titled 'The Story Of An Early C-Type'. It was during this period I realised 001 was the only C-Type with internal door hinges as mentioned by former owner, John Undery.

“A suggestion has been made that the factory could have lent Duncan another C-Type to race on September 26, 1953 at Goodwood. It continued that whilst the crashed 004 was rebuilt over weeks or months, it was returned to Duncan to sell onto Jack Howey some time after the meeting. In other words, they state 004 today is the original car repaired.

"If that is so why was it raced in primer, and why does MDU214 with Jack Howey posed in it, look exactly the same as the September primer-coated racer? You can form your own view. Additionally, at that time Jaguar only had access to XKC001, 011 and 012. 012 though was the spare at Le Mans in 1953, and 011 was in regular factory competition and development use.

“What cannot be denied is the fact that MDU214 when Jack Howey bought it, had all the XKC001 1951 through to 1953 features. Those not-repeated items didn’t change until Guy Williams and Stuart Cranfield cleaned the body up in 1972 and ’73. Then in the 1980s it was rebodied in its entirety by RS Panels.

001 WAS THE ONLY C-TYPE WITHOUT EXTERIOR HINGES

“A similar suggestion is that in rebuilding crashed 004 the works used body parts from 001, fitting them to the very badly crashed chassis. Hence they say it has to be 004 underneath today.

"I don't deny the use of 001 body parts could have been an option, but I am not happy or confident with the claim the crashed remains of 004 only needed the bonnet replaced, the rest was not damaged and hence was raceable eight to eleven weeks later. One look at the wrecked car on the side of the Oporto track is enough to sort that argument out!

“Yes, MDU219/4 at Goodwood could have been 004 underneath, with 001 body parts and a non-standard bonnet. Why not indeed? However, the work needed, time taken and cost for Jaguar seems much less attractive than simply giving the retired 001 in its entirety to Duncan. He could change any 001 identifiers to read 004, then claim it  to be his road-legal 1952 004 with its MDU214 registration plates. That would be followed by the onward sale by Duncan’s business to Howey.”

It has been pointed out that Jaguar would never present a car finished in primer to its owner, and to such a crude standard as 004 was at Goodwood in late-1953. 1951 images show XKC001, 002 and 003 did not have a rectangular ID plate riveted on, and the firewall on Roy’s body has no holes for such an item. XKC004 would have originally had a 1952 design plate on the passenger-side section of the firewall because it was necessary to record the sale to Hamilton in 1952 as the first road-registered production C-Type.

Roy: "At the start of the project a standard C-Type production chassis was ordered from David Brown in New Zealand, but when it arrived at Jerry Booen's workshop it didn't fit my original body parts. There were a number of

01/02 Compare the car in both shots very closely. Notice the non-standard wind deflector in front of the drivers, the HWM like bonnet louvres and aero screen. 03 It is 1974 and Guy Black sits in the C-Type known as XKC004. That same day Hamilton told him it was a 1951 car.

04 An illustration of what good friends Duncan Hamilton and George Abecassis (centre) were as they chat with Briggs Cunningham. 05 The C-Type was the first winning racing car in the world with disc brakes. They were pioneered by Dunlop and Jaguar using XKC001.

FIA HTP PAPERS SHOW IT TO BE REGISTERED NDU840

pinch-points at narrower parts of the original body; however when they were offered up to Jerry's perfect reconstruction of 003, they fitted. They fitted a 1951 competition chassis but not a production unit. Another chassis, this time to 1951 dimensions, was immediately ordered from New Zealand.

"Work was completed and FIA HTP papers issued on January 18, 2017 showing registration NDU840. That's a 1953 issue plate close to the ex-Australian Dr Boorman and Frank Gardner C-Type XKC037. The latter was registered NDU970 in Coventry on August 31, 1953. The Jaguar Daimler Heritage Trust's XKC045 received NDU289 in Coventry on April 9, 1953.

"Returning to what happened to the three works competition cars after 003 won Le Mans, they continued racing throughout 1951 and 1952 until 002 and 003 were scrapped in late-1952.   After Silverstone on May 10, 1952 001 was fully assigned to test driver Norman Dewis as his main experimental development car. From then until May 1953 it was subjected to a continuous series of high speed brake testing on disused runways at Perton, Gaydon and the main Heathrow runway. Sometimes the exercise was sixty plus times without a break."

With the assistance of Dewis's daily work records, Philip Porter and Chas Parker wrote in their acclaimed book 'Jaguar C-Type - the autobiography of XKC051': "Dewis's disc brake

tests during March (1952) were with XKC001. It had covered 1705 miles when he noted the following in his log for March 7: 'disc brakes refitted and bled, discs hard chrome plated, special non-shear front engine mountings fitted, bonnet louvres modified, handbrake assembly fitted to transmission and gearbox cover modified to suit.'

Norman recorded too in his autobiography that 001 was finally retired on Sunday May 15, 1953. Discs were fitted to the 1953 Le Mans entries, so 001 had no further purpose, but presented an opportunity to solve Duncan's problem.

Examination of photographs of the machine purporting to be newly-rebuilt 004 at Goodwood on September 26, 1953 show a completely different unit - no external door hinges, a dummy passenger 'hatch', non-standard bonnet with double rows of short-cut louvres and a non-standard grille with eleven bars.

It also had a unique wind-deflector fitted across the scuttle.  Dewis recorded XKC001 was prepared for further testing in late-February 1953 with a 1952 Le Mans  radiator and bonnet fitted. On 6 March he wrote it had a 'one-piece metal deflector screen fitted, the angle set at 45 degrees'.

It was a design by factory aerodynamicist Malcolm Sayer aimed to do away with a formal windscreen, but Norman declared the wind hit his face above the bridge of his nose so his vision was obscured.

01 The body parts Roy Palmer began with being inspected. This was when they were identified as originating from XKC004. Note the four original 1951-only louvres in the sills. White Howey paint can be seen, the firewall is steel and the 'shoulders' can be noticed on the rear. 02 Amazingly, the 1951 body as photographed in its entirely original state. The 1951 lower rear light holes are there, as too are the luggage rack holes, night racing light mounts, Howey rear indicators, GB plate holes and the deeper 1951 fuel filling plate.

IMAGES AT GOODWOOD SHOW THE DEFLECTOR

Images at Goodwood clearly show just such a deflector (and aeroscreen mounted on top), as does the later photo taken with Jack Howey in the car.

Because it had to represent MDU214 as a road legal production C-Type from 1952, the change-over was simple because 001 had never been registered (it used Trade Plates). If it had been, Jaguar would have been required to pay 60% sales tax. The rebuild appears to have been carried out by HWM. In fact Duncan wrote from his hospital bed in Oporto to George 'The Greek' Abecassis telling him about the accident. Duncan Hamilton's business engaged HWM to prepare much of its stock for resale.

Captain Jack Howey bought MDU214 from Duncan late in 1953 or early 1954, now painted, and retained it for eight years, before it was advertised in Motor magazine by a garage in Folkstone. They sold it to twenty-three years old John Undery around mid-1961 with the Howey modifications. They included a glass panel in the bonnet, several additional pop-open vents in the valance for cockpit cooling, a full-length screen with a single wiper, a  luggage rack and a white Mercedes steering wheel which folded sideways.

John recalled both doors opened with internal hinges leading to his wifeto-be unfortunately burning her foot on the silencer. It is possible Jaguar fitted the hinges when Norman Dewis tested it because it did that to XKC011 when it used that for the same purpose at Dunlop's test track.

Undery changed the Howey wrap-round screen for, as he recalls, one probably sourced from a Frazer Nash. He also fitted a hood with a frame and side screens. When he met Roy and saw the body he pointed out the mounting holes which he cut into the body for the frame.

01 The 1951 body is mounted to a new chassis, while the Peter Jaye-built bonnet now has HWM louvres as per Hamilton and Howey.

02/03 A circle completed. The same C-Type body at a former antique shop in the Kent village of Hollingbourne - 1964 and 2022. 04/05 XKC003 at the factory prior to the 1951 Le Mans race obviously has no chassis plate riveted to the firewall. Note four large 1951-only body louvres near the strap. After such an action-filled life who could have dreamed of the body being so as per it was built.

IT WAS NOT SUITABLE FOR MARRIED LIFE

Undery parted with it in mid-1964 as it was not suitable for married life. Only one person went to Devon to inspect it, David Miall-Smith of the Lenham Motor Company. It was collected by their Julian Booty, and driven back to Kent, where the glass panel was removed.   The period image taken outside an antique shop shows the car in Kent with  its various additions.   Within a few weeks it was sold to Guy Williams at nearby Robertsbridge. He approached Lynx in May 1972 to reverse the modifications, and restore MDU214 to its early competition format.

From May 1972 to December 1974 it was worked on by Hastings Motor Sheet Metal Works, Alan Jenner recalling he focussed on the centre section, removing the screen and valance vents with their various mounting holes and fitting a fixed panel to replace the opening passenger door. He also recalled replacing the driver's door internal hinges with a pair of new external ones conveniently sourced from the local Mini supplier in Hastings.

Lynx was responsible for the wrap-round racing screen seen at Penhurst Place in 1974, and which Jerry Booen duplicated on the project car. Guy Black of Lynx was given the use of MDU214 by Guy Williams and the next owner, Stuart Cranfield. Guy was seated in MDU214 at Penhurst Place when Duncan came over and asked him if he was aware he was sitting in one of the 1951 Le Mans cars. He

recalls thinking that was an interesting comment, but not particularly relevant or important!

Another major development came between 1988 and 2000 when the original body was replaced by RS Panels in Nuneaton - but the original was not destroyed. The 1953-fitted bonnet is most likely now in Switzerland on the wall of a serious but reclusive collector. The car as rebodied has been owned and raced extensively and successfully by Nigel Webb in the past twelve years. He has a keen interest in all things Jaguar.

The upshot is simply that far from being broken up by the Works in 1953, pure serendipity led to 004 being badly damaged just when 001 had been pensioned off. Duncan was faced with a very difficult and costly rebuild, and the return soon after of MDU214 in primer, on September 26, 1953 with all the traits of 001 and none of 004, supports the fact 001 survives in three parts today. The key 1951 body, minus bonnet, is incorporated into clone C-Type NDU 840.

Roy Palmer: "All the evidence points to the project car NDU 840 today carrying and preserving the earliest original surviving C-Type body parts. They have a continuous history back to having come from the very first C-Type XKC001, one of three works C-Types appearing for the very first time at Le Mans on June 23, 1951 and which XKC003 went on to win."

01 Stunning. Bonnet aside, this is the genuine 1951 body seen in all of those Le Mans images taken that year. The bonnet modifications were almost certainly made by HWM when it repaired and prepared 001 to become XKC004 for Duncan Hamilton.

02 Another Roy Palmer image taken outside the old antiques shop seen opposite in 02. Notice the door/hatch, sill louvres and most importantly, the location of the rear lights at the extremity of the body - all only on the 1951 team cars.

DB7V

ALMOST

VXJ-S

CLONED

Words - tIm nevInson

Images - tIm nevInson - Jaguar magazIne

iI WAS ASKED TO DO A HUNDRED MILE ROUND TRIP recently in an Aston Martin DB7 Volante. I went through its history in my mind and realised that although I had driven one before, I couldn’t remember much about it. Probably because I was twin testing it with a Ferrari 400. Considering it’s a close relation to Jaguar and Ford products, I was quite surprised that I hadn’t spent much time in one.

Being an automatic transmission Convertible, this one wasn’t going to be a road burner, but sporty and brisk nonetheless. The history of the DB7 is quite interesting, it could quite easily have never happened, had it not been for the ever-entrepreneurial Tom Walkinshaw. Tom’s DB7 rescued Aston Martin and turned it around, so whatever connoisseurs of the marque think of the DB7, which was relatively high volume and relatively cheap, they have a lot to thank it for.

Aston would be no more without it.

During the last years of my first stint at Jaguar I was in charge of the target setting validation of all of our competitors against particular projects of our own. I would organise ride and drives by the Vehicle Assessment Group (a load of highups) with say six or seven competitors for each projected model range.

I was slightly out of the mainstream of engineering by then, but the future projects we were benchmarking were the XJ41 sportscar, X200 (S-Type), X300 (XJ) and X400 (X-Type). I spotted some documents with ‘XX’ and ‘NPX’ written on them, which took me by surprise. What was that then?

To me the ‘XX’ was the Rover 800 series joint venture with Honda, but since Rover had split from Jaguar by then, it wasn’t going to be that.

This wasn't going to be a road burner

01/02 The Aston Martin assembly line at JaguarSport's Bloxham factory had been modified earlier to build the ultra-exotic Jaguar XJ220.

03/04/05 XJ-S, DB7 and XJ42 all originated from the first car. The Callum re-design of the XJ42 was brilliant and undoubtedly got him the job at Jaguar after head stylist Geoff Lawson died in 1999.

The XJ41 was being canned by Ford

Naturally, I wanted to find out, and it turned out Tom Walkinshaw was putting a proposal together to replace XJ-S, and XX was what he called it. His in-house stylist, a young Ian Callum, put together a superb looking prototype with XJ-S underpinnings.

Ian says that the XX model was never fully refined, so pictures of it don’t exist (according to him).

I don’t think that by this time there was a total trust-based relationship with Tom and Jaguar, but for whatever reason, Jaguar turned down the Callum/TWR proposal, more likely than not a case of ‘NDH’ (Not Designed Here).

Tom had a good relationship with Ford PR Chief Walter Hayes, who was also head of Aston Martin. Walkinshaw showed Callum’s proposal to Hayes, and he decided it would make a great Aston Martin.

Callum was given the job of ‘Astonising’ the XX and made a superb job of it. It was a stunner.

It was known as NPX. Why? Newport-Pagnell was where all Astons were made at the time. Strangely enough it was never made at Newport-Pagnell, but in TWR’s Bloxham, Oxfordshire factory which had just evacuated the last XJ220s. So it was empty (amazing how these things came together for Tom, he really was a very shrewd man).

Hayes gave it the go-ahead, and the ‘NPX’ became the Aston Martin DB7 Coupé. It would run completely

XJ-S running gear, a 3.2 litre version of the 4 Litre Jaguar AJ6 engine using an Eaton Supercharger (which Jaguar had been working on with its 4 litre engine). The four-litre was being twin-turbocharged for the XJ41.

A few of these engines ended up in XJ40s, which in turn mostly ended up in the scenery.

The XJ41 was being canned by Ford for being over-weight, over cost and late.

I had driven the XJ41 during the vehicle assessments, and bottomed it out along the Fosse Way, a normal test route and not considered severely bumpy. Sure, it was a first prototype, which are often heavy, but it felt languid and claustrophobic. It was based on XJ40 running gear which Jim Randle had engineered for superlative ride and isolation.

In retrospect, it was not a great sportscar, but had incredible performance. It could possibly have turned into something quite unwieldy.

Either way, it didn’t take long for Ford to bring the XJ41 project to a close, and start again with X-100, which became the new XK or replacement for the XJ-S.

Instead of XJ40 running gear the XK had its own suspension, loosely based on XJ40, with no cradle and single coil springs, like the XJ-S. If you ask me, and nobody has, I would have much preferred XX to X100.

I’d be surprised if the rear IRS was cheaper or better than the XJ-S because the tooling was already there and paid for.

X-100 was still slightly claustrophobic with that enormous slab of curved wood as a dashboard. I think Jaguar, in that period, singlehandedly put the market off wood interiors by profligate overuse in the X series cars. Callum’s Aston DB7, by

01/02 Blood brothers - the Aston Martin DB7 is a brilliant redesign of the once controversially styled 1975 Jaguar - be it that this car (02) is a later Convertible.

03/04 Blood-brothers under the skin and inside - all of key notes for the XJ-S design layout are clear in the DB7 (03).

05 Rare TWR JaguarSport badge pre-dates the Jaguar and TWR-owned business.

contrast, uses wood tastefully and sparingly, and the Aston’s leather is in all the right places. Beautifully done.

It has been said, mainly by the man who did it, that the Aston DB7 was the best ride and handling compromise the XJ-S ever had. Having driven one now, I agree with him. Dave Hudson was TWR’s development guru at the time, and had worked at Jaguar, Ralliart Mitsubishi and M-Sport Ford, both rally arms of the works WRC rally teams. If anyone knew damper tuning, Dave did.

Dave says due to cost constraints they weren’t allowed to touch anything that involved having to do a crash test or a legislation change. That limited them to front and rear bumper covers, glass house, suspension spring and damper changes, steering tuning and exhaust tuning.

The steering weight that Dave tuned in is spot-on for a large sports car, as opposed to a boulevardier which is where the XJ-S leans, with light steering even in Sports pack form.

The XJ-S Sports pack compromise is good, but not as good as the Aston, which feels altogether tighter with less roll.

The Volante (Convertible Aston Martin) rear suspension feels a bit floaty, like an old XJ40, which isn’t a surprise as the Convertible versions of XJ-S couldn’t handle a stiff rear suspension either. That was because of scuttle and chassis shake, but it didn’t suffer from pitch float at the rear like this Aston did.

The whole feel, apart from the rear pitch float, is of a much more resolved sportscar, helped by heavier steering and a much better exhaust note.

I can’t remember an AJ6 ever having a sweet exhaust note, but the Aston comes close, although the supercharger noise is obtrusive. Being an auto the response on this car wasn’t electric, the supercharger with a relatively small engine suited a manual transmission much better.

The appointments and trim on this DB7 were superb, a definite step up from the XJ-S. I think I would like to try a Coupé before I totally agreed with Dave’s assessment, but it does seem likely that NPX is a better XJ-S. I’d certainly prefer one to an X-100.

So, is the DB7 just an XJ-S in a party frock? Yes, it is.

The heavy bits are all the same, but Aston have genuinely done a better job of a sports-oriented GT. They actually used

The feel is of a much more resolved sportscar

nothing you couldn’t strap on to an XJS. Party frock it may be, but it is also a very pretty party frock.

XJ-S has controversial styling, but importantly on the Convertible, is devoid of flying buttresses. To me, the Convertible is the best-looking factory produced XJ-S. The Aston is more modern and very ‘resolved’, to use a stylist’s vernacular.

The use of day-to-day car parts is a little too obvious in the Aston, with Ford and Mazda switchgear and handles, and Citroen door mirrors, admittedly a favourite with most low volume producers at the time.

I liked it, and I am sure I would like TWR’s later V12 version too. That engine was based not on a Jaguar V12, but effectively two Ford Duratecs put together, although a large capacity Jaguar V12 was tried in TWR’s red testbench XJ-S which still exists.

Today prices vary widely for DB7s, the Coupés going from £11,000 to £50,000, the Volante version from £20,000 to £35,000. An XJ-S Convertible of similar vintage goes for between £7,000 to £45,000 at auction.

Whilst being a devout disciple of Jaguar’s V12, I have concluded that the four-litre convertible XJ-S might well be the best of the lot. The first six-cylinder

AJ6 3.6 was not a great engine, but the four-litre just got quietly better and better, particularly when matched to ZF’s 4HP22 Auto.

It’s a bit like the old XK Jaguars, the XK120 gets all the headlines and high values, the 150 was the fastest and most comfortable, but the 140, a bit of a wallflower, is probably the best all round XK you can buy. The XJ-S four litre is like that. Never got the headlines, not quite as powerful or refined as the V12, but when power to weight comes into the equation, it’s not far out. By normal standards it is very quiet and torquey, and more than enough grunt for normal road use. It is also so much less complicated, economical on fuel and has the reputation for being as strong as an ox.

The four-litre normally aspirated XJ-S makes a better Automatic tourer than the 3.2 Supercharged Aston, and I think the Coupé Manual Aston Martin would make a better sports tourer than an XJ-S four litre with manual transmission. I think for an Auto Coupé it would be totally down to the styling, the XJ-S more relaxed, the Aston more frenetic. So that is the objective conclusion. However, there is the ‘IT’ factor: 'I’m driving an Aston Martin.'

It’s hard to argue with that.

05 The Aston Martin DB7 is stunning in profile.

06 But what about the XK8 Jaguar seen here in 1996 with its project 'Godfather', Bob Dover, at the wheel of a prototype.

01/02/03/04

Is it Jaguar or Aston Martin?

Both actually because the Aston Martin ran all-Jaguar running gear in principal.

The interior changes are subtle enough.

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Who'is

COUNTING?

toNy broWN is aN exCeptioNally dediCated eNthusiast of ClassiC Jaguars. he WatChes sales Closely, has fouNd Jaguar ClassiC is quittiNg most of its aNd asks Why?

Words - tony broWn

Who'is

MOST OF US ARE AWARE OF, AND have possibly visited, the lost museum at Browns Lane, the former home of the Jaguar Daimler Heritage Trust.

Browns Lane is now a housing and industrial estate. While the JDHT is still in existence and very active, Jaguar, once Tata acquired the company in 2008, has changed a number of things.

We think long term of JLR Classic, but in reality it was only registered in 2019. Before that it was SVO and before that Jaguar Heritage.

It was under this guise that the Classic division built the twenty-five new D-Types which were noted as scheduled to be built in 1955. Following the disastrous fire of February 1957 all plans

mwere quickly shelved to concentrate on getting production of standard models going.

Similarly, nine D-Types which were allocated XK-SS chassis numbers, were not built although the chassis numbers were in the ledger.

However, that poses another question. Taking a leaf out of Ferrari’s book in 1956, Jaguar built XK-SS chassis 701, 704, 707 and 710 as an example - but for homologation purposes they had built ten cars.

Simple isn’t it? However, Jaguar Classic announced they could only build nine examples because the nine others were destroyed in the 1957 fire.

01 Aside from many of its museum cars, Jaguar Land Rover Classic purchased hundreds of cars with the intention of restoring and selling them.

02/03 It also created new official D-Types and XK-SSs.

JLR Classic, of all people, should have known that five completed D-Types were burnt out - and four unsold D-Types had been dismantled for parts months before the fire.

The D-Type then was no longer commercially a viable entity, surpassed by both Aston Martin and Ferrari. The number to be built though is sheer invention since all bar one XK-SS (sent to New York) were built after production recommenced later in 1957. So there was one before the fire and fifteen after!!

I would like to ask JLR Classic if they were looking for chassis numbers to use, why didn’t they just fill in the gaps of the twenty-five chassis numbers between the original cars instead of the numbers between XK-SS 728 and XK-SS 754?

They never existed in the ledger, even on paper. Then in 1963 Jaguar planned to build eighteen Lightweight E-Types. The chassis numbers were likewise allocated but only twelve built, leaving six numbers unused.

So, it was decided that, with the market for classic cars rising at a fast pace, it was time to rectify those omissions. It built the cars that until then existed only on paper.

Six new Lightweight E-Types were to be created, supposedly identical to the originals - but not actually so.

They were followed by nine XK-SS's, and then the twenty-five D-Types that, if there was a market for them, Jaguar intended to build in 1955.

01/02/03 This made us very angry and we still don't understand why it occurred.

The mileage on the 1975 Jaguar release press car still reads 8674. It was in immaculate original condition when we saw it in Tasmania in 2015, but when it was purchased by Jaguar Land Rover Classic the engine and gearbox were removed. They were not refitted, and the body was left out in the English weather with the windows down!

It was quietly offered for sale at an auction, but withdrawn after we exposed its downfall. We don't know where it is.

04 Jaguar had its own purpose-built musuem to house its precious cars and archive. It was demolished soon after the Browns Lane plant met the same fate.

05 An XJ-S Convertible was another of the Jaguar Land Rover Classic cars disposed of without disclosure.

All this is past history, but now JLR Classic is building C-Types, of which there are no numbers left to fill.

I can find no mention of how many they are planning to build, but they are being sold 'for track use only' since getting them road registered is impossible in most of the world.

Yet in the stampede, Jaguar ended up having to build six 'real' Lightweight E-Types after the prototype - known as 'Chassis Zero'. It was intended for the Jaguar Collection, but was sold to someone completely unknown in the Jaguar world, Najeeb Khan of Elkhart in the US.

Not only that, he was also allowed to buy a D-Type and an XK-SS. The royal flush you might think. Rather strange, as there were many people well known as collectors who might have wanted one too.

Khan was, not long after, arrested for fraud amounting to US$126 million, and his collection of 281 cars (including the D, E and XK-SS) was sold by authorities to help defray at least part of his indebtedness.

They were all offered at no reserve. The sale price of the 'investment' E-Type - now on its third owner - was about US$500,000 lower than the original price. Bear this in mind as we continue our meanderings through Jaguar Classic's adventures.

We are aware of the stunning acquisition by JLR of the Dr James Hull Collection of cars, models and paraphernalia in 2014 for a price, while never officially released, was whispered to be circa £60 million. Just why did Jaguar buy this rather eclectic collection?

It had, for a long time, been accustomed to receiving calls from all points of the compass to source cars for display. It seemed a perfect solution to this problem, placing all the requisite cars under their control.

On the official Jaguar Classic Collection site I found this statement: “Dr James Hull described himself as having 'a passion for Jaguars,' managing to collect one hundred-and thirty going back to our earliest models including an original 1920’s Swallow Sidecar, the very first vehicle made by Jaguar’s founder Sir William Lyons.

JLR Classic is building new C-Types

"The stunning assembly features incredibly rare vehicles as well, like an S.S. (Jaguar) 100, a rare alloy XK120 and beautifully recreated Jaguar XK-SS and D-Type models.

"It also includes a host of beautifully preserved children’s pedal cars as well as a MkX owned by Sir William Lyons himself.

“We are delighted that Jaguar Land Rover has come to an agreement with James Hull to secure the future of this very significant collection of Jaguar and British cars,” said John Edwards, Managing Director of Jaguar's Special Vehicle Operations.

“We share the same objective to keep this unique collection in British hands, and we are delighted this agreement secures their custody for the future”.

Please take note of the last sentence.

Dr Hull was thrilled to put his collection in the care of Jaguar Land Rover. “Travelling all over the world to build the collection over the years has been a labour of love and a life’s work,” he said.

“My primary motivation was to secure the future of the collection in this country … they (Jaguar) are the perfect custodians to take the collection forward and I know it is in safe hands.” Once again, note the last sentence.

"Under the care and maintenance of the Jaguar Classic workshop, a selection

of vehicles from the collection can now be viewed at British Motor Museum, Gaydon, and driven on a Classic Driving Experience.”

One hundred and thirty of the cars were Jaguars, we were advised. We were all looking forward to being able to drive not only Jaguars, but others of our youth, if only to see if our rose-coloured specs were actually telling the truth.

Time marches on, and we put the thought to the back of our minds, or at least I did until March 21, 2018 when it was brought back to life by an announcement from Brightwells auction house. They were auctioning off part of the 'Jaguar Collection'.

The 'Warwickshire Collection' was applied to cars sold in three separate auctions.

One hundred cars of various denominations were to be sold plus, another '200 items including pedal cars, planes and die cast models'.

More specifically, amongst the 150 pedal cars, was an electric Bentley which sold for £9020, fifteen model aircraft from £220 for a WW1 monoplane and a whopping 20 foot span Hercules which made £880. There was other detritus such as three caravans and boats.

After this tasty starter came the main course. One hundred cars from Austin to Vanden Plas with prices from £330 to

01/02 JLR Classic buyers don't seem to have been particularly fussy about the condition of cars they accumulated.

03/04 While the Company was busy suing the Scandinavian couple who had built a replica (with their knowledge), it owned and used these replicas for its commercial benefit.

05 Brand new E-Types were built by JLR Classic in an attempt to replicate and profit from particular cars built in 1961.

£15,000. The main part was selling for under £4000 and indeed the total raised was £391,960 - an average of £3920 per car, model et al.

The old James Hull collection was now down to 430 cars it seemed.

But wait! Lockdown was with us, and auctions went on. Classic Car Auctions sent me details of a sale which included 'cars from a private collection' which they told me were from Jaguar. Only nine cars, but from a Daimler Conquest, a 1966 Daimler VDP (£6882), a 1969 XJ6 S1 (£3,108) to a rather nice 1996 XJ-S Convertible for £27,195.

Now it was reduced to 421 cars and counting, or more to the point 121

Jaguars and Daimlers. Another £67,155 raised, with two no-sales.

Furthermore, in July 2020 Silverstone Classic had sold another nineteen exHull cars, including five Citroens, (even several Chapron convertibles) for up to £150,000 each plus other rather tasty cars. A LHD XJ220 fetched £210,000, an Alvis TE21 £51,750 and so on.

Several failed to sell, which seemed strange, including a 1949 Alfa Romeo 6C, a 1968 Bentley and a beautiful 1953 Allard Woody estate. Despite those failures, the rest sold for a healthy £937,000 including the XJ220.

01 The business built what it claimed to be 'missing' XK-SS chassis. Their research and claims were sketchy, and the cars not fully accurate.

02/03 It also staged and promoted its own race series. It featured a number of cars which were claimed to be genuine originals but were replicas - which it now claims to abhor.

Jaguar, have you kept the unsold cars or were they also quickly shuffled off? So we are left with 120 now.

The auction blurb said: “In recent years this car has formed part of a large collection” and the sale numbers are jumbled up with other sales. The more we delve the more we find.

Classic Car Auctions sold another eighty-nine cars on September 19, 2020 from the 'Warwickshire Collection', none of them Jaguars this time, but some really interesting everyman cars such as a Hillman Minx Estate, Rover P6 Estate conversion for under £6000, a 450 SLC for £13,000, a Triumph 2500 Estate for under £4000 – the list goes on and on.

They had diminished the collection by another eighty cars, nine not sold, and added £768,728 to the JLR coffers.

In their Spring Sale 2021 Classic Car Auctions sold yet another forty Jaguars and Daimlers from the 'Warwickshire Collection'. They included a superb Lynx Eventer for a mere £47,000 and a superb XJ6 S1 manual overdrive for £10,268. The buying dealer of the Eventer, if he/she were such, would have put it on the forecourt for double that.

The selling off of the non-Jaguars was perhaps understandable - but only perhaps - since the promise was to keep the whole collection together. The sale of these forty cars can only be considered a heinous crime; but another forty Jaguars gone for £366,780.

01 JLR Classic occupies huge and spotless new premises in Coventry.

02/03 Both cars are brand new and were built by the Company this century.

04 It has even been selling off brand new fully factory painted 1970s Series 2 XJ bodyshells to some very fortunate owners.

Do I need to go on? Perhaps not, but there are a number of other auctions of the Jaguar Collection at CCA and Silverstone. The last was at the NEC Practical Classics Show last March where JLR sold another twenty-nine.

Some time back, JLR Classic announced they were going to refurbish early Range Rovers and Landies so started buying stock. Judging from this sale they have done an about turn.

Seven Range Rover chassis with engines, all completely refurbished, were sold, prices ranging from £14-25,000, depending on the year and model. I reckon the refurb cost at least that. Did you need a brand spanking new body shell for your S2 XJ6? £3,800 to you sir. An XJ6 S2 V12 Coupé for £8,550?

Whatever, another £156,250 was in the JLR Classic coffers, and, if we count the body shells, we are down to seventy-nine cars. I am led to believe, be it but a rumour, that JLR Classic sold a further collection of eighteen cars which were promptly resold a month later at a timed auction by Silverstone Classics.

This was, I was told by the auction house, a private auction and nothing has appeared on their site to indicate the sale ever took place. But a bit of internet sleuthing worked wonders. All but three of the cars sold for a total of £590,000 this excluding a Ford GT and SLR McLaren which the vendor owned and fetched £424,125 on their own.

I think you are getting the gist of my concern. I have tried to contact Jaguar Classic by phone and email to no avail. In 2014 JLR Classic stated the James Hull Collection would be kept together, but in dribs and drabs we have seen sales of part of the Collection. What has happened to the rest of the models and planes? They were numerous I believe. What has happened to the fabled Driving Experience including the more mundane cars?

Let me get to the crux of the matter: money.

I have no idea how much Jaguar have recouped from these sales, but my guess is around £5 million. The forty cars sold on May 26, 2021 made £366,780, an average of £9,170 per car.

If the 543 cars purchased, ignoring for the moment the models and caravans which were selling for peanuts, averaged £10,000, we arrive at the hypothetical purchase of the collection.

But they aren’t selling for that; nowhere near to be frank, except for the Jaguars and a few others. So, if the Hull Collection cost circa £60 million, they have recouped £5 million. Can JLR Classics explain where is the remaining inventory to account for the other £55 million?

Of course, that would be considerably reduced by the sale of their replica C, D and XK-SS cars. They had to be sold if they were to proceed with their court case against the Magnussons for the 'real' C-Type replicas they were building. A pot can’t call the kettle black now, can it?

Indeed, the not-for-sale prototype D-Type Jaguar built and then sold, is now once again on the market at £495,000, so let’s say £1.5 million for the three. With the figures quoted above, that rounds up to the £5 million I have quoted.

I must explain that I am only working from information supplied by the auction houses, and perhaps there is the odd

05 Again, you have to scratch your head and wonder about JLR Classic's ethos. Why would it be owning, preparing and selling a non-factory Mk2 heavily modified with modern running gear and chopped into a two door convertible? It is impossible imagining Ferrari Classiche Department doing such a thing. Ferrari Classiche offers its clients a first-class restoration service and issues Certificates of Authenticity while being totally open to exposing and even destroying fake Ferraris.

01 One most memorable occasion for JLR Classic was the visit in 2017 of these five D-Types which were en route to the Goodwood Revival. Car number #15 belonged to Clive Beecham, who also owned the Bedford van tribute to Jaguar's own lost near identical machine.

02/03 It's not difficult to conclude Jaguar changed as a business from the moment its traditional 'home' was vacated, shot up in an SAS exercise and finally demolished late in 2008.

04 You have to ask why the official musuem could not have been retained - or at least replaced by another Jaguar-only premises.

car that maybe wasn’t part of the Hull Collection, but if so, what on earth was Jaguar doing and how had they acquired them?

It isn’t in any way part of their ethos or business model. If, as I believe, they are all part of the said Collection, why have they broken their promise to keep it together?

What cars are left? So many questions. So few answers. There can’t be more than about fifty out of the 530. I am aware twenty cars were sold to JLR employees, so am sure JLR Classics can confirm it.

In my research I know that before suing the Magnussons JLR Classic owned three replicas themselves. They were regularly in use, and all were previously part of the Hull Collection. Their D-Type was sold by Silverstone Auctions on May 23, 2020 for £390,500. The XK-SS registered DS 11 was sold, I am told, to a prominent person.

The Peter Jaye C-Type '824 DOT' I am unable to trace, but in the light of the case against the Magnusson family for breach of copyright I assume that Jaguar would not have held on to it.

The last I heard a Peter Jaye car he built some years ago had, for some reason, been dismantled and was offered for sale in that state for approximately £200,000. I have no idea what has happened to it. Can Jaguar elucidate please?

My final thought is this; is there a future for JLR Classics? They have run out of old models to recreate, they have made rather curious copies of very early E-Types 77RW and 9600 HP.

Depending on who you talk to, they have or haven’t been sold at the inordinately expensive price of £800,000 the pair. They are not in their original colours, nor from 1961.

One does wonder what the staff, if there are many remaining, have to do each and every day. The overheads of the three buildings must be enormous.

There are rumours they are closing them down and moving to Castle Bromwich which would at least reduce standing charges. Were all of the cars sold off just to pay the wages and keep the lights burning? I have no idea, but it is a thought, isn’t it?

I would be most grateful if Jaguar would, if in any way I have erred, advise me of my transgression(s) so I might make a full and public apology.

I have written to them before, but have never received a reply. None of the above has been written with any reason except to point out the curious acquisition and what has happened since.

From NEW ZEALAND's original Jaguar distributor plus daimler

NZ BUILT

Over 1500 Series 2 XJs were assembled in New Zealand. It seems some were sold in Australia and authority Brian Devlin would like to find them.

Words - brIan devlIn

- brIan devlIn - Jaguar magazIne

Jaguars, Daimlers, Rovers, Triumphs and more were assembled in Nelson

a massivE industry flourishEd

I HAVE A PASSION FOR the around 1500 new XJs assembled in New Zealand. They were part of a huge industry in the South Island city of Nelson which covered 33 years when more than 4500 people worked at the Motor Vehicle Assembly Plant.

The plant's closure in August 1998, a victim of the government's decision to remove tariffs on imported vehicles, was a blow to not only the Nelson economy, but the 190 staff and their families. 160,406 vehicles were assembled there ranging from Jaguars to Triumphs, Rovers, Leyland and Albion trucks and vans followed by Hondas. The plant was officially opened in April 1966.

Going back further, Rover appears to have started assembly in New Zealand around 1930.

My mission led to the publication of the book ‘Tracking the Cats’. It left open the question relating to the export of the Nelson assembled cars to Australia. At the time of my original research, I assumed that there had been, based on the following facts.

A comment made by Roger Harding in an interview with the leading New Zealand motoring writer, Donn Anderson, regarding the reluctance of Australian dealers to accept New Zealand assembled cars stated: "and to compound the agony, we sent Daimlers over there as well. I was unable to find any Daimlers in New Zealand with build numbers 85 to 120."

Jaguar Distributors Ltd received export tax credits, and despite intensive investigation my contacts in Australia could not remember or trace any New Zealand assembled Daimlers.

Within a couple of months of publication I was contacted by several owners of the Daimlers from the missing batches.

Perhaps the Australian experts were correct. However, in 2022 new information was

obtained that changed the whole aspect of my research.

I had been endeavouring to obtain from the New Zealand Land Transport a full list of the chassis numbers of those Jaguars and Daimlers registered in New Zealand between 1970 and 1980. Finally in July information was released to me. When it was incorporated with my own register, I was able to compile a complete list of the Nelson assembled cars, the

01/02 Not a lot of the New Zealand assembled XJs survive in pristine original condition, but they are easily distinguished from their Coventry counterparts with their distinctive liveries, carpets, signage and numbering. It is not certain why standard Jaguar colours were not mixed locally - would you like your's on a Triumph or Jaguar?

Daimler

01 Looking sad, but hopefully restorable. A New Zealand Daimler and Jaguar.

iDentification

02 It might say they were built in England, but they were assembled in the 'Colonies' and have their own numbering system.

dates they were registered, and whether they are currently registered.

I found there were twenty-nine Series Two SWB XJs assembled in late September 1974 and early October 1974 - which were never registered.

I then received an email from Eddie Bleackley who told me he had a 1978 Series Two LWB (KZ1257) which was not listed. He had owned it for 35 years.

He went on to say he bought it through Forthwright Motors Ltd, the Jaguar agents in Wanganui which he was part-owner of, and had material regarding cars exported.

It was contained in a Product Information Bulletin from Jaguar Distributors Ltd dated November 22, 1974. 'We wish to advise dealers that we have recently completed negotiations with Australia to export up to 40 CKD Series 2 short wheelbase Jaguars to arrive in Australia by 31 December 1974. The units to be despatched will commence from Unit KZ643, and production permitting, will be completed with Unit KZ682.

'The reason the export order was accepted was to meet Australia’s urgent requirement, and our decision to supply was made after discussing the matter with dealers, who collectively represent about 75% of the sales. It was felt that by taking 40 new units out of the New Zealand market, we could restore a better supply and demand situation and create a better climate for the used Jaguar market.'

StencilleD

03/04 All cars were finished with a stencilled number under the bonnet. A New Zealand Jaguar colour chart is a rare thing.

trim

05/06 Fine cars surviving in Auckland. The chrome lettering on the boot is arranged differently on these two, and all are different to UK machines. The carpets are courser in texture, and the leather has narrow pleats but without perforations.

The Bulletin is most interesting in that although they had an order for forty cars, only twenty-nine were exported. The remaining eleven were all allocated to Shorters Ltd in Auckland who were a shareholder in Jaguar Distributors Ltd. In New Zealand at that time a low mileage used Jaguar was nearly the same price as a new one.

The final piece of information that confirmed Jaguars were exported to Australia came from an email from Matthew Thomas in Christchurch.

‘In 1978 I was living in Melbourne and working for Bryson Industries in the Spare Parts Department. Bryson Industries were the Jaguar and Daimler dealers for Victoria, New South Wales, Tasmania and South Australia. I was told there were New Zealand assembled Series 2 Jaguars which would come in for servicing.’

There were other differences which distinguished a New Zealand assembled Jaguar from a UK one and these related to the ‘New Zealand’ content.

They included the leather upholstery, vinyls and fabrics, carpets, underfelt, side glass (excluding the quarter-lights), brake hoses, radiator, seat belts and tyres plus many small items.

However, it was the paint and colours which were probably the most visible. The twenty-nine cars exported were a mixture of Arctic White, Sable, Carmine, Signal Red, Honeysuckle, Ice Blue, Turquoise and British Racing Green. There were also further

distinguishing characteristics under the bonnet.

The New Zealand commission plate or identification tag is riveted to the lefthand inner guard, the chassis number on the tag always starts with an ‘A’ to show it was an overseas assembled CKD order. On the tag below is the body number which was the Nelson plant's own system as was also the chassis number.

Nelson cars start with the letters ‘KZ’, New Zealand’s identification number, then the build number, the date it was assembled and finally an ‘N’ to show it was assembled in Nelson.

The first car exported to Australia was chassis A2N4670BW and body number KZ643-9-74N. The twenty-ninth was A2N6057BW and KZ677-10-74N.

There was also another feature which distinguished a New Zealand assembled Jaguar from a UK one. The production number was painted on the underside of the bonnet reinforcing cross member.

Now there remains one final part to this whole saga.

Are there any New Zealand assembled 1975 registered Series Two SWB Jaguars still in existence in Australia?

01 This sad and abandoned XJ is probably not economical to restore.

02/03 The Nelson plant before major development was undertaken. Only the concrete pad of the building remains to mark largely unknown international motoring history. The remainder of the facility is a now a shopping complex.

04/05/06 This stunning example shows how handsome the New Zealand-built Jaguars, with their distinctive colours, are. Surely serious collectors around the world would want one in their garage once they learn about them?

Twentynine Nelsonassembled XJs were sent to Australia

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Mk1/2

The compact model put Jaguar on the world map in terms of output

WE ALL GET EXCITED WHEN we talk about Jaguar's rare and exotic models such as the S.S. Jaguar 100, XK120 and E-Types, but founder Sir William Lyons created two models which broke new ground and were the foundations of the marque's long term stability. They are the XJ6 in 1968, and the 'Mk1'/Mk2 in 1955 and 1959.

All of these years later they are still affordable and work well in modern road conditions. For this feature we will concentrate on the 'compact' models known officially as the '2.4 Litre', '3.4 Litre' and Mk2. With the introduction of the Mk2 the earlier model generally became the 'Mk1'.

01

Initially available only in 2.4 Litre engine size, it found a new niche in the smaller luxury car range in that it had no separate chassis, and like the racing D-Type, utilised a monocoque body structure. It also mimicked the XK140 sports model with its eight bar grille and similar bumpers. The original Jaguar 2.4 saloon was released on the Jaguar stand at the 1955 British Motor Show at Earls Court in London

Image 01

Both of these cars officially are 340s and not Mk2s.

Image 02/03

Interiors of the Mk2 tell it all - luxury and performance looks.

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Many celebrities of the time owned Mk2s including singer Bryan Davies.

in October of that year. Jaguar had little trouble in selling their new car.

The motoring press loved it, and when the 3.4 Litre version was known to be on the way dealers pre-sold many.

On the 26 February 1957 the 3.4 Litre was officially announced to the world and from the start was available with a three-speed auto transmission.

It was the sporting bargain of the day with performance for half the price of an Aston Martin. Top speed was 120 mph with 0-60 mph coming up in 9.1 seconds, whereas an Aston Martin DB2/4 Mklll only did 119 mph and 0-60 in 9.3 seconds.

Of course, the 3.4 became a massively successful racer in the hands of many including Britain's glamour boy, Mike Hawthorn.

In Australia David McKay raced a new factory-built 3.4 and from that the massive popularity of touring car racing in Australia sprang. McKay got a second factory 3.4 in 1959 as did Bill Pitt in Brisbane. Both won the first two Australian Touring Car Championships in their

Image 01

The Mk1 is finally back where it deserves to be in the popularity stakes at the Goodwood Revival.

Image 02

Image 03

Prototype 2.4

One Mk2 and three Mk1s at the old Lowood track where Bill Pitt won the 1960 Touring Car Championship.

Litre at MIRA testing.

Jaguars, and Bob Jane followed with his Mk2.

The Mk1 did have its peculiarities with a rear axle four inches narrower than the front, and small rear window and quite heavy door frames. So in 1959 Jaguar released the Mk2 version after only three years of production for what now became known as the Mk1, of which the sales had been excellent. The main change was an increase in glass area which made the car seem more spacious inside, and a new sporting dashboard was added. Mechanically there were more changes with the rear track being widened to improve handling in the wet.

The 2.4 and 3.4 engines were carried over to the newer model, with the 2.4 getting a power hike to 120 bhp, but now there was a new top spec engine.

The 3.8 litre fitted into the XK150 the year before was now in the Mk2 and rated at 220 bhp.

After acquiring Daimler, Jaguar also built the Mk2 with Daimler's highly acclaimed 2.5 litre V8 engine. It added more luxuries and the traditional Daimler waves to the grille and boot plinth. Prices were such that the Mk2 had virtually no competition. With a top speed of 125 mph, and 0-60 mph in 8.5 seconds, the 3.8 is one of the cars that established Jaguar's reputation for elegant performance.

While the newest Jaguar saloon was fast for its day, and there were plenty of people willing to improve upon those figures. One of the best known was John Coombs, the famed Jaguar dealer from Guildford in Surrey.

In 1967 with sales starting to decline the 3.8 was dropped and the 2.4 and 3.4 were renamed the 240 and 340.

The 240 got another power hike up to 133 bhp at 5,500 rpm with an improved cylinder head and carburation also improving torque figures. However, the performance wasn't as good as it had been in comparison to the competition which had been catching up over the years, and with the launch of the new Jaguar XJ6 the midrange saloons were all slowly dropped. By early 1969 the compact was no more. A whopping (for the time) 145,835 examples were built of the Mk1, Mk2 and Daimler with Australia and the US being two of its most important markets. With Jaguar dealers thriving throughout Australia, and Bob Jane's racing success adding to the popularity, 1533 cars were sold in New South Wales alone! That doesn't include Daimler versions. We can break that down even further and illustrate the growing sales success of the models.

In NSW the 2.4 Litre saw 150 cars sold along with 307 3.4 Litres. However, the Mk2 bowled everyone over and including 240s and 340s a massive 239 2.4 engined, 321 3.4s and 514 3.8 litre Jaguar Mk2s were sold. That was one State alone and Victoria would have been comparable along with Queensland where Bill Pitt was a very successful racer and a Manager in the Jaguar distributorship there. The Mk1 suffered in the wake of the more 'modern' Mk2 until recently, but the vast majority of them have been scrapped after decades of neglect. A good original one is difficult to find and is highly sought after.

A word of warning if you are considering the acquisition of one. Enthusiasts, including our editor(!) up-graded Mk1s and Mk2s with 3.8 enginescheck your car is as built.

Jaguar dealers were thriving

Image 01

Wire wheels make a huge difference to the presentation of a Mk1 or Mk2.

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We were in Christchurch when this unique Mk2 was delivered from a home garage. The 3149 miles are genuine. It was sold to a Japanese collector.

Image 04/05/06

The 2.4 Litre when new and displayed in Brisbane. The Jaguar Collection car was sold to the father of Ivor Bueb. Jaguar was stretched to cope with sales.

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SELLbuy ‘n

Handbooks. 2½ and 3½ Litre MkV saloon and Coupé Operating and Maintenance Handbook (blue cover - 45 pages). Good condition. I sold my MkV many years ago and only found this recently in a bookcase clean out ... $40. Postage additional or pick up at Camden (south west Sydney). 0417 287 027.

Sales and Service Facilities in the UK book. Dated 1968 (inside front cover). Red cover, 28 pages. Some red colouring has run over a few pages. $25. Postage additional or pick up Camden (south west Sydney). 0417 287 027.

like new, original paint looks good but has a few blemishes. 184,400 kilometres, Victorian registration, with original plates and sales/owner manual. Comes with a good quality car cover. I would like it to go to a good home. $17,000 or offer. For more information and photos contact Michael Hunter 0426 935 237. Email ruk2kat@ gmail.com

XJ6 XJ40, 1989. Original condition, low mileage and well maintained. Deceased estate. Asking price $15,000. Judy. 0419 645 474.

Mk2/Daimler parts. Two Coombs narrow spats. Boot repair skin. Four door repair skins. All brand new. $1800. 3.4 litre long engine $1100. DG automatic gearbox complete with bellhousing and convertor in good condition. $300. Pick up from Adelaide or arrange freighting. David +61 (0)408 845 646.

XK150 parts. Part #BD14568, splashguard panel right hand. Jaguar part #BD5188 vent box door x 2. These items were purchased new from SNG Barratt in England, but soon after receipt I located my original panels that have been restored and painted. Each has been given a coat of heat resistant primer to prevent surface rust. Asking just $400 for all three items but prices are all negotiable if they are sold separately. Please contact via email at david.taylor@ denniscorp.com.au, or 0431 703 008.

Daimler XJ40. 1989, Silver, factory-fitted sheepskin seat covers and a trailer load of spares including engine and gearbox. Selling unregistered - don’t forget to bring your trailer! $4000. Phone 07 5428 0861 or thinkbigbyten@ bigpond.com.

Mk2 1962. 3.8 manual, Old English White with red interior CWW. Mechanical up-grades and servicing by V & A Spiteri, leather by Gary Blackman, interior trim by Neil Litchfield, woodwork by Rob Brewer (Carwood). Full body restoration by Tony James (Yarram). Coombs sports spats (originals available). C-Type profile cams, rear crankshaft seal mod, XJ6 oil pump, spinon oil filter adapter. Custom 2” exhaust, reconditioned crossflow radiator with Davies-Craig thermatic fan and switch. Original auto, but now BW-T5 five-speed manual gearbox, new clutch and flywheel. Electronic distributor, high-torque starter motor, Rob Beere alternator kit. MotaLita steering wheel, vented front discs with Zeus calipers, XJ6 rear calipers, Gaz shock absorbers. New 195/65/R15 tyres and tubes. Tailored car cover, Jaguar workshop and spare parts manuals. VIN #204342, on Club Permit plates (non-transferable). $50,000 (or offers). Geoff Blunt 0408 517 388, or lofno@bigpond.com.

#BD12735. $40.

XJ6 Series 1 Parts. Seal for rear door check arm. Part #JBD35945. $10. LH door pillar light lens complete with bulb assembly. Part #DAC1832. $25. LH door pillar lens cover only. Part #JJ12272. $15. Paul Mittelheuser, Hervey Bay, Qld. pjhfarms@westnet.com. au.  Mobile 0428155158.

S-Type, 2002, 3 litre V6. Fastidiously maintained, drives like new, Cream interior/leather

Mk2 2.4 auto. 1960 in time warp condition with original jack, tool kit and all books. Just like it was only yesterday when it left the Jaguar factory in Coventry, England. Restored in 2003 with new paint - a rare Emerald Green. Although it has been in parades in the Blue Mountains of New South Wales, the car has been in storage for a number of years, and waits for a new owner for it to roar again. A rare opportunity. Priced at $20,000. Contact Mark Slater on +61 (02) 4782 4321.

Parts for E-Type Series 2 2+2. Two heater hose elbows, 9/16 to 7/16. Part #JC17778, $15. Gearbox tunnel access plug. 4" dia. Part #JBD18821. $20. Rear universal grease access plugs 1/58" dia. Part #BD15588 or 338023J. $20. Hub carrier grease metal access cap. Part #JC18124. $10. Lower radiator copper hose joiner, 4¼"X13/4" dia. Part #C34273. $15. Mk2 Parts. Fibre/metal driving dog adaptor to tacho, rear of camshaft. Part #C25426. $10. Jacking

Collector limited edition signed posters. Commemorating two Le Mans victories by esteemed British artist Michael Turner. 1953 C-Type victory signed by the artist, and late-drivers Tony Rolt and Duncan Hamilton. One of just 850. Plus a matching 1988 Silk Cut Jaguar Le Mans Turner print signed by the artist, and drivers Jan Lammers, Andy Wallace and the late-Johnny Dumfries. One of 850 and hand-numbered. Identical pair sold at a Bonhams 2011 at US$1200. Aluminium frames included. True collector's items. Selling for AUD$600 for both - or $300 each. +61 (0)405 779 227 or kevin.fairley7@gmail.com.

Toolkits. Complete, correct and concours condition. Superb presentation of all correct tools. Immaculate condition of painted kits

20,140 KMS I-PACE EV400 $118,888

2019, new car warranty to 09/2024, service plan to 09/2024 - two free services unused. Corris Grey, Oyster perforated leather and Piano Black. Multi award winning first all-electric premium SUV. 470km WLTP cycle range, 0-100 kmh in 4.8 seconds, comfort and head turning style. Electric air suspension, adaptive cruise control, 22" Gloss Grey Diamond turned alloys. Driver assist etc. IP00WA

73,511 KMS VELAR D189SE $76,990

2017, Range Rover Velar is an all-wheel drive four door with five seats. Powered by a 2.0L diesel four engine that has 132 kW of power (at 4000 rpm) and 430 Nm of torque (at 1750 rpm) via an eight-speed auto. 5-Star Ancap rating. Speced with Meridian sound, glass Panoramic roof, Driver package, lane assist with lane departure, digital dash, memory seat driver. Just serviced and stunning. RV21WA

61,606 KMS EVOQUE LMK ED $64,888

2018 Landmark Edition, Panoramic glass roof, 20'' Shadow Chrome alloys, electric driver/passenger seats, GPS - navigation run off road warning. Perimeter anti-theft, front/rear parking aid, Bluetooth hands-free/audio streaming, voice input, rear view camera-fixed, reverse camera, LED - xenon lights, ambient lighting interior, starter - stop/start system. Land Rover service history, with two keys. EV20WA

167,840 KMS XK X150 $47,990

2006, affordable luxury sports Coupé in Lunar Grey with perforated Ivory leather. 20" alloys, auto speed limiter, IPod connectivity, touch screen sat nav with Bluetooth, memory seats, front and rear parking aid. Sports mode with paddle shift option. This beautiful example has been fitted with a Larini exhaust system which sounds amazing, and has been slightly lowered for a sleek and unique look. Full service history supplied on request. XK64WA

22,485 KMS F-PACE 35T S $79,888

2018, sports SUV with the power and looks! It’s 3.0 Litre Supercharged engine compliments this aggressive looking combination. Features include, Panoramic glass roof, Meridian sound, 22' Black Pack alloy wheels and complete Jaguar service history. FP25WA

74,180 MILES ASTON MARTIN DB7 $79,990

1996, stunning, 3.2 SUPERCHARGED, five-speed manual transmission, Metallic Green, Cream leather interior, dark wood trim, heated electric seats, factory Sports suspension (believed to be one of two cars specced to this), air conditioning, electric windows, four seater. Alcantara headlining, a stunning example, rare, appreciating modern classic. Two keys, full logbook service from the UK.. Full receipts and invoices. UAM007

2010, XF-R. When introduced the XF was soon recognised as a dramatic expression of a bold new Jaguar design language. It became apparent that here was a car where the driving experience exceeded expectations created by the striking appearance. The XF-R takes this experience to higher levels, shifting the balance even further towards dynamic performance while retaining the core values as a refined and luxurious sports sedan. 5.0-litre direct-injection supercharged V8 delivering 510bhp and 461lb-ft torque. Immediately recognisable, the unique 20-inch wheels, front design with chrome air intakes, 'Supercharged' bonnet louvres, four polished exhaust pipes, aero rear spoiler and side sills and discreet 'R' badging.

108,310 KMS XJ-S CONVERTIBLE $70,000

1989, Crimson with Doeskin leather interior, beautiful example, quad headlights 15" Lattice alloy wheels. Black electric roof with glass rear window which folds down automatically in 17 seconds. Smooth and quiet V12 engine which is ideal for cruising. Remarkably fresh in both paintwork and interior. Extremely hard to find in this condition. 89 XJS

2010 JAGUAR XF-R $52,888 XF-R X250 106,354 KMS

XFR500

2019 I-PACE EV400 SE

2017 LAND ROVER VELAR

2018 RR EVOQUE LANDMARK

2006 JAGUAR XK

2018 JAGUAR F-PACE

1996 ASTON MARTIN DB7

1989 XJ-S CONVERTIBLE

and flocking. Worthy concours requirement, further photographs and information available. Can be viewed in Caulfield, Victoria. Contact Max Joffe, JCCV member #214, on 0407 303 388 or maxjoffe@ netpsace.net.au.

Individual Tools also available.

'Mk1' - $2800

Mk2 - $2800

MkX/420G - $2600

E-Type Series 1 - $3400

Prices negotiable. Contact Max Joffe, JCCV member #214, on 0407 303 388 or maxjoffe@ netpsace.net.au.

E-Type Series 1 and 2 parts brand new. Purchased from Martin Robey. Full floor right hand side for short wheelbase. Full floor left hand side. $360 each (saving freight of $364 if you were to order them from England). Contact Bill on 0417 888 636 for more details.

Personalised I-PACE

Queensland registration plates. Special order for a car I intended to purchase. Now not needed and a realistic offer will secure these ideal plates. Phone Tery on 0438 689 544 or email thurst@bigpond.net.au.

matching Redline manifold, fuel rail, overhead linkages and ram tubes.  Previously on a D-Type replica and classic Italian high performance items in their own right.  $2000. Phone Tim Robertson +61 (0)7 3376 2441.

Triple Weber 45DCOE carburettors. With rare

PROWL On the

01 The Porsche-Piëch family is a prominent Austrian-German family descending from Ferdinand Porsche. Its members control Porsche SE and have a majority voting right over Volkswagen AG. It is not common knowledge though that Paul Piëch and his parents were friends with Jaguar's head engineer Bill Heynes. Their children holidayed together. Paul raced many cars including an XK120 for third at Silverstone

02 What do you do with an old Jaguar advertising canvas? Wrap a house being moved - of course!

04 This modern official 'continuation' XK-SS failed to sell at Pebble Beach in 2022. A continuation D-Type made a little over $1,000,000. Disappointing all round and not a paying investment at this time.

05 The Talbot-Lago T150C SS ordered new by the first S.S. Jaguar 100 winner, Australian Freddie McEvoy, appeared at Pebble Beach in 2022 and won its class plus the Nethercutt Award.

06 It's sad to report the passing of serious

03 It's the top of the 'Mountain' at Bathurst in 1959 as Frank Matich in the Leeton Motors D-Type (XKD526) gets ready to pass Ron Phillips in the Cooper Jaguar. The latter car remains in Brisbane with Frank Moore having been raced by the Whitehead brothers at Le Mans in 1955. It was the first of the second series Cooper Jaguars built and displayed at the Paris Motor Show (Salon) that year.

13 This Woody-type MkVII was used by Australian Norton motorcycle champion Jack Ahearn. It was built in England by Paddy Driver.

14/15/16 Tony Gaze in England stands on the roof of his converted MkVII. It is also at his home on the Welsh border. It was created to tow his craft when competing for Australia in gliding championships. Tony's 19 year old brother Scott was killed in a Spitfire early in 1941, and this trophy struck by his family in his memory.

Sydney collector Kerry Manolas at the age of 84. He owned very many cars including C-Type XKC032. Ian Cummins is at the wheel with him.

07 A high quality image of the 4.2 E-Type factory racer built for the lateHugh Bryson. It raced just a few times before Hugh bought Bob Jane's Mk2, and has been in the McMahon family for many decades.

08 Boats fitted with XK engines for racing were very popular in the 1950s and '60s. We would like to hear any reader's stories about them.

09 Como Park in Melbourne was the stage for many JCCV Concours d'Elegance events. We are not sure of the year this was taken, but the S.S.1 Tourer and Airline have always been rarities but not as highly prized then.

10 This is the new factory-built 'Continuation' Lightweight E-Type which failed to sell at Pebble Beach. The highest bid was just over $1m.

11/12 Daimler SP250 sports cars are V8 powered and have a fibreglass body. After Jaguar purchased Daimler in 1960 it continued production of the SP250 but with body strengthening improvements.

2654 cars were built (1453 RHD) and proved to be popular race cars. The Geoghegan brothers won the 1962 Six Hours race at Bathurst in black chassis #104029, and others were raced in Australia by Max Brunninghausen, Peter Whitelaw, Clyde Hodgins, Jim Abbott and others.

Seen here are Stirling Moss and Graham Hill parading at Warwick Farm in CDF 939, and socialite Virginia Lichezzolo racing at the same track. The Brunninghausen car seems to have began its competition life in the hands of Jim Abbott in Victoria. It was then British Racing Green, but after going to Sydney it became red and was raced for many years.

AGUAR SMATTERINGS

Just some of Jaguar's tantalising concept vehicles

LIKE ALL CAR MANUFACTURERS, S.S. CARS AND Jaguar have made their fair share of concepts. During Sir William Lyons' rule most of them didn't survive, with the exception perhaps of E-Type prototype E2A. Today, fortunately, most do live on as displays and expressions of what might have been.

01 XJ40 Shooting Brake (Station Wagon) concept is one of a number of possible wagons beginning with the Mk2. It didn't make it into the market, but perhaps inspired the X-Type and XF Estates. Before Mike Hawthorn was killed, he and Duncan Hamilton were in the process of building a production run of their own 'Mk1'/Mk2 wagons to be sold through their respective showrooms in Surrey.

02 The XJ-S Eventer is not a factory built car, but certainly looks handsome enough to be one. They are highly sought-after today, very valuable and were converted and sold by Lynx in England. A mere sixtyseven examples were built

03 Some concepts are more practical than others. The F-Type concept was the last car designed by Geoff Lawson and his team before Geoff's sudden death in 1999. The windscreen could never had been legislated for production, but soon after this car was shown serious consideration began on the real F-TYPE.

04 The X300 Daimler Convertible was labelled the Corsica and was very handsome. Initially the car was not a runner, but years later it was completed and registered for the road.

05 Not Sir William Lyons' finest! It is one of his early attempts to replace the XK120 and '140, is fitted with a removable top and is placed for his inspection in the garden drive of his Wappenbury Hall home.

06 Definitely the most sensational Jaguar in decades is the C-X75. It was originally going to be supplemented with turbines, but was built with a supercharged V8 engine. There was demand, but it came to nothing.

- Years in Australia

- Years’ experience with Jaguar, Land Rover, BMC & Leyland cars.

“I would like to thank all of my staff, friends, customers, suppliers and associates, many of whom have become close friends, for their support and friendship over the past 50 years. 2020 has been a challenging year for many, and I wish everyone a safe and happy Christmas, with an enjoyable and successful 2021.”

Wilf Chambers.